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Red Star Line 



Facts FOR Travelers 











N e w \ork 



= = to = = 


Antwerp 



<^> 00 r'"tiSHr*i 


JUN 7 


<P 


“'ASHInC-' 


OS'-eZ-tl 


International Navigation Company, 


6 BOWLING GREEN, NEW YORK. 


307 Walnut Street, 

PHILADELPHIA. 


32 South Clark St., 

CHICAGO. 


609 Market Street, 

Grand Hotel Building, 
SAN FRANCISCO. 


RICHARDSON, SPENCE & CO., 
Managing Agents American Line, 


( 


3 Cockspur Street, S. W. - -1 

115 & 116 Leadeuhall St., E. C. ' 
22 Water Street, ... 
Canute Road, ... 


- - LONDON. 

- LIVERPOOL. 
SOUTHAMPTON. 


VON DER BECKE & MARSILV, Geu'l European Agents, Red .Star Line, ANTWERP. 

) > > 




1 


) 


) > 





























Copyright, 1895. 

INTERNATIONAL NAVIGATION COMPANY 


American Line — Red Star Line 


'JpHE steamers of the American and Red Star Lines ply between New 
York and Southampton, New York and Antwerp, Philadelphia and 
Liverpool, and Philadelphia and Antwerp. These sendees are maintained 
by 20 steamers, and the Company’s fleet is about to be augmented by the 
addition of the St Louis and the St Paul, now nearing completion at the 
yards of The William Cramp & Son’s Ship and Engine Building Company, 
Philadelphia. 

FLEET: 



Tonnage. 

Length, 

Feet. 

Breadth , 
Feet. 


Tonnage. 

Length, 

Felt. 

Breadth 

Feet. 

ST LOUIS, (new) 

. 11,629 

554 

63 

ST PAUL, (new) . 

II, 6 oo 

554 

63 

NEW YORK, . . 

. 10,803 

560 

63^ 

PARIS, . . . . 

10,795 

560 

63 H 

KENSINGTON, . 

. 8,669 

494 

57 

SOUTHWARK, 

8,607 

494 

57 

FRIESLAND,' 

. 7,116 

455 

5i 

WESTERNLAND, 

5,736 

455 

47 

BERLIN, . . . 

• 5,526 

5io 

44 

NOORDLAND, . . 

5,212 

419 

47 

CHESTER, . • 

. 4,770 

461 

44 

WAESLAND, . . 

4,752 

443 

43 

PENNLAND, . . 

• 3,760 

374 

42 

belgenland, . 

3,692 

423 

40 

RHYNEAND, . . 

• 3,689 

423 

40 

OHIO, . 

3,392 

355 

43 

PENNSYLVANIA, 

. 3,166 

355 

43 

ILLINOIS, . . . 

3,163 

355 

43 

INDIANA, . . 

• 3,158 

355 

43 

NEDERLAND,. . 

2,839 

338 

39 

SWITZERLAND, 

. 2,819 

338 

39 

CONEMAUGH, 

2,328 

310 

37 


These steamers are magnificent specimens of naval architecture, and 
were specially constructed for the Atlantic sendee. They are unexcelled in 
comfort and safety by any steamers afloat. Their construction is in excess 
of the most rigid requirements, and they are universally fully supplied 
with life boats and rafts. 

The accommodation for passengers is unsurpassed, the New York 
steamers carrying first cabin, second cabin and steerage passengers, while 
the passenger accommodation of the Philadelphia steamers is entirely given 
up to cabin and steerage. 


5 









TWIN S. S. ST L,OUIS AND ST PAUI y . 






THE TRIUMPHS OF THE AMERICAN SHIPBUILDER. 

^'HE evolution of any useful thing in the mechanical arts can be made 
interesting to the reader through a description of the processes bv which 
it is converted from a crude state to a marketable perfection, but probably 
nothing in the world involves so many appeals to the imagination as the 
evolution of a great modern ship. 

When these pages reach the reader there will be afloat, and in commis¬ 
sion, two of the largest transatlantic mail steamers in the world, the St Paul 
and the St Louis, both created by American genius and American capital, 
both alike in all particulars, both flying the American flag, and both to be 
regarded as colossal monuments of the renaissance from the inaction which 
has been forced upon the American shipbuilder by various hostile circum¬ 
stances. 

These are the two ships which were promised when the Paris and the 
New York were admitted to an American registry a little more than two 
3~ears ago, and they are the forerunners of the acquisition by the American 
Line of such a fleet as never before existed on the Atlantic under our flag. 

When under the most impressive circumstances President Harrison let 
the flag loose to the wind on the New York, they existed simply as a prac¬ 
ticable idea removed from the earliest conception merely by the provision 
of ample capital and a confident belief in the capacity of the American 
shipbuilder to produce a type of modern transatlantic liner that should stand 
the closest and most exacting comparison with the productions of Belfast and 
the Clyde. 

There was ample justification in the previous achievements of our ship¬ 
builders for this confidence. The American clippers have never been sur¬ 
passed in beauty and speed, and features have been introduced on the 
coastwise steamers built on the Delaware which are so admirable that their 
omission from the English-built vessels has been a matter of surprise. 

Still, an eleven thousand ton ship that should equal or exceed the speed 
and seagoing qualities of the Paris and New York, and that should compete 
with those luxurious vessels in their passenger accommodations, was an 
enterprise calling for much courage, and in its fulfilment for the demon¬ 
stration of latent capacities which had not yet been fully tested. 

A formidable gulf had to be spanned between the buoyant hope that 
animated the flag raising on the New York and the triumphant completion 
of the two new ships. But in hardly more than two years the distance be¬ 
tween a bold conception and its realization has been traversed, and the 
St Paul and the St Louis are accomplished facts and enduring witnesses to 



EARIyY STAGES IN BUILDING THE ST I y OUIS AND ST PAUE. 















































the sanity of the faith which inspired their construction, and which exercis¬ 
ing itself in the expenditure of enormous capital has reached its apotheosis 
by calling into co-ordination with it many of the most important representa¬ 
tions of the mechanical genius of the nation. 

The two new ships are even larger than the Paris and the New York, and 
the reader cannot fail to be interested if he pauses to consider what such 
dimensions are as compared with other things. Take the magnificent 
Victoria Tower, the loftiest pinnacle on the Bnglish Houses of Parliament; 
the St Paul or the St Louis, if placed in a vertical position, w T ould be, from 
stem to stern, 214 feet higher than this tower; or again, take the dome of 
St. Paul’s Cathedral, and either ship would overtop it by 189 feet; or again, 
compare the length of this cathedral with that of the ships, and it is found 
that they are 54 feet longer than it is. Coming nearer home, we may look 
at St. Patrick’s Cathedral, New York, and admire its noble proportions, only 
to find by comparison that while its length is 306 feet the length of the new 
ships is 554 feet. They are 63 feet in breadth ; 42 in depth ; subdivided into 
17 water-tight compartments on the same improved plan as those of the Paris 
and the New York, and each has a displacement of 16,000 tons when draw¬ 
ing 26 feet of water. Before boilers or engines were put on board over 
6000 tons of steel had been used in the construction of the hull of each ship. 

In presence of the substantial evidence of material expended it is unfair 
to lose sight of the infinitely greater value represented in the mental resource 
which has achieved an ultimate value for this material. What are 6000 tons 
of steel without the application to them of the intellectual ingenuity of a 
great age of invention ? 

And here begins the most fascinating part of the building of such ships. 
The highest edifice in the world is, in its inception, a matter of the architect’s 
plans, and there is nothing between his drawings on paper and the con¬ 
tractor’s brick, iron and stone. Not so with the designer of the great ship. 
He has to make drawings, too, but they do not suffice any more than a 
drawing suffices for the production of an elaborate scenic effect on the 
modern stage. On a small model stage, the scene painter before beginning 
his work 011 the full scale, puts together in little every detail, so that, 
as in a child’s theater, the baron’s castle, the hut of the charcoal burner, 
the recesses of the forest, or the banquetting hall, ceases to be what it 
was on the flat cardboard, and acquires several dimensions. The branches 
of the trees are perforated ; the roof hangs flat over the walls of the hovel; 
the buttresses of the castle stand out in the wings—all in miniature, but 
still replicas on a reduced scale of what the actual scene will be. 

The naval architect begins with paper also ; but his plans, elaborate as 


9 



BOW VIEW OF ST TOUIS. 


















STERN VIEW OF ST EOUIS, SHOWING SHAFT CASINGS 


*- i I ii r» Wl l > 4 t < 

















they may be, involving the most intricate of calculations, and networks of 
lines finer and more complex than those of all the webs that might be 
found in a rose garden in June, have to be verified in solid material, not on 
a reduced scale in this instance, but on the actual measurements of a ship 
longer than St. Paul’s Cathedral. 

Come up to the mould loft of such a shipyard as that in which our two 
new ships have been built, and you shall see what we mean. At the be¬ 
ginning, as it has been intimated, every part of the vessel has been drawn on 
paper in three separate sets of plans : one set showing all the lines of length 
and heighth from stem to stern ; the second set showing the lines of length 
and breadth as they will appear from aloft; and the third set called ‘ 4 the 
body plan,” which gives the lines of breadth and heighth. Taken together 
they are called the “ construction drawings,” and they are so elaborate and 
detailed that one might well believe that the ship could be built from them 
alone, as a “sky-scraper ” is built from the architect’s drawings. The ship¬ 
builder can see fairly well from them what the vessel will look like, and 
what her capacity will be, but he does not work directly from them. They 
are carried up into the mould loft, the floor of which is like an enormous 
blackboard—a blackboard as long, or longer, than the New York Normal 
College—and thereon they are redrawn at full size, every plate, rib and 
girder being represented just as it will be. There is a headache in the mere 
contemplation of such a web of lines, but there is not one that is not checked 
and verified, the work being known technically as “fairing the ship.” 
When all discrepancies between the scaled drawings and those on the black¬ 
board have been corrected, the latter are again reproduced on what is called 
a “ scrive board,” and in this the lines hitherto drawn with chalk are grooved 
for permanence in wood. 

It is with the “ scrive board ” before him that the shipbuilder proceeds 
with his work, and it is never out of his eye until the 6,000 tons of steel have 
been converted into the vast fabric of the hull. 

Took at the accompanying illustrations and observe the variety of 
graceful curves from bow to stern into which the material has been worked 
in fulfilment of the designer’s plans. Every moment the “ scrive board” 
has been in requisition for reference and verification. First, the ribs have 
been bent—created out of long, pliable bars of steel issuing out of the fur¬ 
naces at a white heat. Working on a metal floor perforated with thousands 
of holes, the mechanics, armed with pincers and tongs, seize the hot, straight 
bars, and guided by the line on the “scrive board,” and by wooden pat¬ 
terns, they insert pegs or ‘ ‘ dogs ’ ’ in the holes of the floor to reproduce the 
needed curvature of the ribs, afterwards hammering the metal into the exact 


12 



JUST before the launch. 





shape required. As with the ribs, so also with the rib-bands that hold the 
ribs together, and with the multitudinous bones, as we may call them, of 
the ship’s skeleton. Infinite labor and infinite care are involved at every 
point, and though the thousands of workmen employed in such a yard as 
that of the Cramps may be pushing her forward with all the speed compatible 
with thoroughness, many months must elapse before she is “ in frame.” 

“In frame” she is like a huge skeleton, or an equally large wicker 
basket. The lines that have been ink on paper, chalk in the mould loft, 
grooved in the “ scrive board” and chalk again on the iron floor, are now 
embodied in this skeleton. The next step, if we continue the anatomical 
analogy, is the clothing of the ribs with flesh as represented in the steel 
plates. As they reach the yard the plates are square and flat, but they are 
passed through rollers of various kinds, from which they issue in any shape 
desired—hollowed like a spoon or a teacup, curved lengthwise, or breadth¬ 
wise, or diagonally. A steam or hydraulic plane smoothes them down as 
though they were deal boards ; another machine trims the edges as a woman 
cuts silk with a pair of scissors. Then, suspended by iron chains, they are 
shoved into the jaws of a punching machine, which bites out, ten at a time, 
the holes for the rivets by which they are to be fastened to the ribs. 

As they are hoisted up to the rivetters, each plate fits the exact place 
designed for it, and takes its part in the softly swelling lines of the ship. 
They are put on in rows, or as rows are technically called in this connection, 
“ strakes” which are lettered alphabetically, “ A ” being the row rivetted 
to the keel. The upper edge of “ A ” overlaps the lower edge of “ B,” and 
the lower edge of “ C ” overlaps the upper edge of ” B,” and thus while one 
row of plates, like “ B,” has both edges hidden, the row above it has both 
edges exposed, the object being to minimize resistance to the progress of the 
ship. 

In a wooden vessel all the lines of contact between plank and plank are 
filled by oakum and tar. An iron or steel ship, also, is “ caulked,” but in 
her case the process is different. The sharp edges of the plates are merely 
turned in with a chisel, and they meet so closely that no filling is necessary 
to exclude water. First, held in place by bolts and nuts, the plates are 
finally secured by the rivets, the holes for which have previously been coun¬ 
tersunk by machinery, so that there are no protuberances. The rivets have 
double heads; millions of them are used, and every one is examined and 
checked before the work is accepted as being satisfactory. 

At last the hull is closed in ; decks and bulkheads have been built, and 
the ship is ready for launching. The conversion of the 6000 tons of steel into 
this shapely and buoyant form is complete, and the imagination of the 


14 



ST TOUIS ENTERING THE) WATER. 














BOW LEAVING THE LAUNCHING WAYS. 






























looker-on must be quick, indeed, if it can find anything more impressive 
than the transformation of the metal as delivered to the builder into the 
marvelous combination of strength and grace represented in the new ships. 
One thinks of the sculptor working with his soft clay, and remembers, with 
the evidence before him, that with no more pliable or ductile material than 
bars and plates of steel the shipbuilder has produced contours as delicate as 
those of any statuary. 

Though afloat and disencumbered from the platforms, tressels and props 
which have surrounded her while on the ways, she has still to be provided 
w tli boilers and engines—still to be upholstered and furnished—still to give 
employment for a good part of another year to between four and five thou¬ 
sand American workmen—painters, plumbers, upholsterers, electricians, cab¬ 
inet makers and decorators. Engines and boilers have been in progress 
simultaneously with the hull, however, and are ready to be lifted into the 
ship as soon as she is ready for them. In each ship there are ten boilers, 
containing over thirteen miles of tubing—think of that! six double-ended 
and four single-ended. The engines of propulsion are of a newer and more 
effective type than those of any other transatlantic liner. There are two of 
them in each ship, of the quadruple expansion type, each working through 
six cylinders at a pressure of 200 pounds, and it is calculated that they will 
develop twenty thousand horse-power. 

Does the reader realize what twenty thousand horse power is ? A dis¬ 
tinguished Englishman recently compared a vessel propelled by such engines 
with an ancient galley propelled by oars. “ Take her length as being some 
six hundred feet and assume that place be found for as many as four hun¬ 
dred oars on each side, each oar worked by three men, or two thousand four 
hundred men in all; and allow that six men under these conditions could 
develop work equal to one horse power ; we should have four hundred horse 
power as the result of the work of the two thousand four hundred men. 
Double the number of men, and we should have eight hundred horse power, 
with four thousand, eight hundred men at work, and at least the same num¬ 
ber in reserve, if the journey is to be carried on continuously.” Contrast 
the puny result thus obtained with the power of the engines of the St Louis 
and St Paul, either of which are capable of developing on the above mode of 
calculating a power equal to that of one hundred and seventeen thousand 
men, and that is without allowing for constant relays. And it must be 
remembered that while these engines are the prime motors of the ship, she 
is equipped with over fifty smaller ones for ventilation, refrigerating, hoist¬ 
ing and the almost innumerable functions involved in operating her. 

At length she is complete and ready for commission, with a crew of at 


17 



ST LOUIS IN THE RIVER, 












least four hundred men. We may now survey her again, and before doing 
so it will be well to consider what requirements she must fulfil in order to 
be accounted a success. 

First of all there is safety, and in that respect she could not possibly 
surpass the Paris and the New York, which have structural improvements in 
them which make them practically unsinkable. These, however, are re¬ 
repeated in her, and they include every device that inventive genius has 
found to be of any practical value. She is a twin screw ship, and is propelled 
not by one screw and one engine alone, but by two screws and two engines, 
either of which might be disabled without impairing her efficiency, except 
by temporarily reducing her speed. They are completely separated by long¬ 
itudinal bulkheads, which, in addition to the ordinary transverse bulkheads, 
subdivide the ship into seventeen water-tight compartments. The life-boats 
are out of sight from the promenade deck, but are carried on the awning 
deck, where they can be got at and launched much more easily than else¬ 
where, and there are no fewer than thirty-four of them. In summing up on 
the score of safety, then, there need be no hesitation in affirming that human 
prescience could go no further than it has in our new ocean greyhounds. 

The second consideration is the provision for the comfort of the passen¬ 
gers, and in that respect the citizens of the most luxurious nation'on earth 
are not likely to be disappointed with what has been done for them on the 
vessels flying their own flag. “ Give me the luxuries of life and I will dis¬ 
pense with the necessaries,” said Janies Russell Rowell. In the St Rouis 
and the St Paul the luxuries have been reckoned as being the necessaries, 
and though other ships have been described as floating hotels, the expression 
as applied to them is up to date in its significance, for they duplicate afloat 
the resources of their most modern contemporaries ashore. Imagine a prom¬ 
enade, cleaner than the cleanest of Parisian boulevards, twice five hundred 
and fifty-four feet long, as a place of rest or exercise, provided with com¬ 
fortable extension chairs and sheltered from sun and rain by the awning 
deck. Such is the promenade deck of the new ships, and the point from 
which we will start our survey of their accommodations. 

Not only is the space extraordinary, but several features have been in¬ 
troduced which every experienced ocean traveler will recognize as part of 
a scheme of comfort, with which he will be impressed more and more 
as he explores. The saloon smoking room is here, and some of the finest 
suites of rooms, and there is also a pantry expressly for the service of 
those passengers who prefer to lunch or dine in the open air rather than 
to eat in the saloon. Instead, therefore, of having to wait while the steward 
carries his orders to a lower deck, those who desire it can be served directly 


19 



the; ways afte;r the; launch ; the; st paul on the; stocks. 







from this special pantry, which is connected with the main pantry by a lift, 
so that with an accelerated service the food will be fresher and hotter than 
it has ever been before—no trifling consideration with those who have no 
appetite for the table d’hote served in the grand saloon. The suites of rooms 
are fully equal in luxury, and in size, to those of the Paris and the New 
York, and occupying one of them, with its private sitting room, bedroom, 
dressing and bath room, one can easily believe himself to be in a hotel 
instead of being at sea. 

The decorations are the most artistic, and are in soft, yet rich effects, 
produced by the rarest woods and the most costly upholstery. In the suite?, as 
in nearly every stateroom on the ship, there are wardrobes, closets and lockers 
for the bestowal of the passengers’ belongings, as well as the most ingenious 
and hygienic toilet arrangements. Electric lights everywhere, of course— 
twelve hundred of them—and electric bells in such profusion that one can 
hardly reach out one’s hand without touching one. 

And in the matter of ventilation, also, great improvements have been 
made under a new system by which, while a current of fresh air is driven 
into every compartment, an exhaust withdraws from every room that which 
has been breathed. 

The magnificent smoking room, with seats for nearly one hundred, with 
lounges and easy chairs, and with a large buffet, is quite isolated from the 
staterooms and the saloons ; and, therefore, he that enjoys his “ weed ” may 
smoke in peace without trespassing on the comfort of those who do not share 
his taste, 

Dinner over, think of the exhilaration of a stroll on such a street as this 
promenade deck, with the restorative breath of the Atlantic blowing upon one, 
and the crisp, gladsome sea turning from gold to silver, as it does when the 
moon creeps out of the East before the sun has dipped into the West, or, if 
exercise is not our choice, it is but a step, without the descent of a single 
stair, into a sumptuous drawing-room, glowing with color, hung with tapes¬ 
tries, floored with rugs and carpets that give the impression of flower beds, 
pillowed with the most inviting of divans. But a few steps further down the 
grand stairway, and we reach a library, probably larger than that of any 
other ship afloat, and certainly as lavishly equipped as to furniture and 
books as any club library in the world. No more cheerful episode can occur 
to one than to pass out of the darkness of the night into either of these 
apartments where innumerable incandescent lights are burning, like so 
many golden-yellow chrysanthemums. There is music as well as color— 
a piano and a grand organ, available either for the services on Sunday, he 
regular concert, which has become one of the most interesting incidents of 


21 



SITTING ROOM OF PRIVATE SUITE- 

































BED ROOM OF PRIVATE SUITE. 
























































the transatlantic voyage, or for the impromptu musicales, which are so easily 
and so charmingly arranged. 

The promenade is the uppermost deck of all the five in this leviathan, 
the uppermost deck of all, except the shade or awning deck, and the saloon 
and the library are on the next deck below it. 

The latter, where the boats are carried, is as high as a church tower 
above the keel, and is reserved exclusively for the captain and the navi¬ 
gating officers, so that they may be secluded from every distraction in 
working the ship, and may have a full view of her from stem to stern in all 
circumstances. The captain has his room, and all the officers have their’s, 
with a commodious messroom besides, on the awning deck adjacent to the 
bridge, which is equipped with telegraphs communicating with every other 
department of the ship, with the engine room, with the after wheel-house, 
with the bows, and with every point to which it may be necessary to send an 
order. Everything that the science of navigation has evolved to insure per¬ 
fection may be found here, the newest steering gear, and the most modern 
of instruments—all, too, instantaneously accessible to the whole navigating 
staff, which practically is never off watch. 

From the drawing-room and smoking-room we descend by the sweep of 
the grand stairway into the saloon, which is almost exactly amidships, filling 
the entire space between the two enormous smokestacks, each as large as 
any railway tunnel. It is so .spacious that there can never be a time that 
the full complement of passengers may not be seated at once, and all that 
the art of the decorator and the art of the upholsterer could do to give it 
beauty and sumptuousness has been used unsparingly. The effect is simple 
and chaste, not gaudy, or excessive, the principal wood used being white 
mahogany, with panellings of various designs in bas-relief. This noble 
banquetting hall (for so it may be described without exaggeration) can seat 
three hundred and fifty persons at once, and is spanned by a superbly 
decorated dome, which gives it both airiness and loftiness. 

And here again one cannot fail to be struck as much by the utilitarian 
perfection of arrangements as by the beauty of the ship. The pantry, with 
its heaters, carving tables and glittering silverware, is so placed that it is 
practically out of sight, and it is not necessary for the passengers to pass 
through or near it in entering or leaving the saloon. Directly under it is an 
enormous kitchen, while over it is the promenade deck pantry to which ref¬ 
erence has been made. 

The table appointments are in keeping with the luxuriousness displayed 
elsewhere, and linen, glass, china and silver are of the highest quality 
and most tasteful patterns. Though you were Ducullus himself, naught 



BOILERS OF ST TOUIS. 



























but soft content could prevail in the contemplation of the resources of the 
cuisine. 

The staterooms are on three decks, and in inspecting them one carries 
away a most favorable impression of their commodiousness and the effec¬ 
tiveness of the ventilating apparatus. The beds are longer and wider than in 
other ships ; little conveniences hitherto unthought of have been introduced ; 
the bath rooms are models of their kind. 

The advances and improvements made in the first cabin accommodations 
are paralleled in due degree in the steerage and the second cabin, which is 
certainly far more comfortable than any first cabin was but a few years ago. 

We have said enough now to show that in the elements of luxury our 
new ships reach as high a standard as they do in respect to safety. 

The third consideration is speed, and in that respect there is little doubt 
the St Paul and the St Louis will exceed all expectations, rivaling and 
perhaps surpassing the wonderful performances of the Paris and New York. 

And here our brief review must end, leaving many ingenious appliances 
still unenumerated, and omitting mention of many features which will 
surely commend themselves to whoever sees them. 

Again the American flag is restored to the sea, and in the St Louis and 
the St Paul it flies over vessels that may safely challenge comparison with 
anything afloat. 


■% 


26 


RAISING THE AMERICAN FLAG 
ON THE 

INTERNATIONAL NAVIGATION COMPANY’S S. S. NEW YORK. 

' \ / 

O N the morning of Washington’s Birthday, 1893, there lay in the harbor 
of New York, midway between the Battery and the Statue of Liberty, 
the mammoth steamer City of New York, on whose decks there 
was soon to occur an event which would herald a new epoch in the maritime 
history of the United States. 

In accordance with a special act of Congress, the International Navi¬ 
gation Company, having agreed to build in the United States, two steamers, 
of equal tonnage and speed to that of the New York and Paris, the stars 
and stripes were about to be raised on the S. S. City of New York, which 
was henceforth to be known as the United States Mail Steamer New York. 

The ceremony of raising the flag was performed by President Harrison, 
who, with the members of his Cabinet, and a large party of Senators, 
Congressmen and other prominent officials, had come by special trains from 
Washington, expressly for that purpose. There were also present the 
principal State officials from New York, New Jersey and Pennsylvania, 
besides numerous other prominent men. 

The flag raising was prefaced by an address by Hon. W. Bourke Cockran, 
of New York, who had introduced the bill in Congress, under which the 
American register could be obtained. President Harrison then made some 
appropriate remarks, and as he closed with the words, “I deem it an entirely 
appropriate function that the President of the United States should lift the 
flag,” he seized the ensign halliards, and as the bundle of silk slowly 
mounted the staff,—“there was a flash of blue and white, then a blaze of 
crimson,”—and “Old Glory” was proudly flying over the stern of what 
might well be termed the embodiment of the ship-builder’s art. Simultane¬ 
ously there flew from the bowsprit the Union Jack, from the mainmast the 
President’s flag, from the mizzentop the United States mail flag, and from 
the foremast the American Line house flag, a blue eagle on a white ground ; 
and, as if by magic, the steamer was dressed from stem to stern with flags of 
every description. Then came the thundering salutes to the flag from the 
big guns of the U. S. S. Chicago, anchored nearby; also from Castle 
William and the Brooklyn Navy Yard, and every craft for miles around 
dipped its pennant three times, while earsplitting shrieks were emitted from 
their steam whistles. 

Thus was consummated, as has been said, one of the most dramatic and 
important events in the maritime history of the United States. 



TWIN S. S. NEW YORK AND PARIS 















Turn 3* 3* Nev ^Iorl^ and Part^. 

A ¥ AHB New York and the Paris may justly be said to be the embodiment 
of the finest skill and workmanship which modern marine architec¬ 
ture has exhibited, and in point of comfort and rapidity of travel 
they are in the highest rank. 

The dimensions of these two vessels are :—Length on water line, 525 
feet; length over all, 560 feet; breadth, 63^ feet; moulded depth, 42 feet; 
gross tonnage, 10,800. Siemens-Martin steel was exclusively employed in 
building the immense outer shell of the hull, which has a double bottom 
throughout, this arrangement being adopted so as to prevent any danger 
arising to the safety of passengers should the steamer run aground. 

There are in each ship fifteen water-tight compartments, separated by 
transverse bulkheads, extending from the keel to the Saloon Deck, and 
rising 18 feet above the load water line. These bulkheads are solid 
structures of immense strength, containing no doors or opening of any 
kind, so that, should an accident occur, no aperture has to be closed at the 
last moment, and each section is complete in itself. Three of the water¬ 
tight compartments are set apart for the boilers and one for the engines, the 
latter space being further divided by a longitudinal bulkhead, .so that 
the machinery is duplicated in the strictest sense of the term. Each 
compartment is 35 feet long. The First Cabin passengers are housed in the 
three water-tight compartments in the central part of the vessel, two 
compartments abaft are set apart for Second Class passengers, while the 
compartments at each end are devoted to Steerage passengers and cargo. 

The grandest internal feature of the New York and the Paris is, 
beyond all doubt, the First Cabin Dining Saloon, located forward on the 
Saloon Deck. This is an apartment of truly noble proportions. It extends 
almost entirely across the ship, and the arched form of roof, with its 
cathedral glass centre, gives a majestic outline which is possible under no 
other arrangement. The space usually allowed between decks, even in the 
best passenger steamers, is about 8 feet, but in the New York and the Paris 
the principal Dining Saloon is carried through two decks and a half, the 
height attained at the crown being 20 feet, while the length of arch is 53 
feet and the span 25 feet. 

In this handsome chamber accommodation was originally provided for 
260 passengers, but alterations have recently been effected in each ship, 
adding a Dining Saloon amidships, which enables 420 persons to dine at the 
same time. Notwithstanding the great advance made by modern hotels, it 


29 



'v. 




—*~— 






- 

P?p- : p 





IfSpN 



‘ 


r~- v- - •■ - ■ 2 

4 



DINING SALOON 









































may still be claimed that no dining saloons on shore can compare with those 

of the New York and the Paris. 

Well known artists were engaged to decorate the Dining Saloon, and 
every one will admit that they have succeeded admirably in their efforts. A 
white composition of peculiar ductility was used for the internal covering of 
the arch and of the organ loft which overlooks the Saloon. The panelling 
is brightened by appropriate representations of sea nymphs, dolphins and 
tritons, and the mythical marine company is completed by the presence of 
mermaids in the form of intermediate brackets. Cozy little alcoves are 
ranged round the sides of the Saloon, and here those who do not seek the 
popularity of the central tables may dine in home-like privacy. These 
dainty nooks have decorated panels in sycamore, with oak wainscot and 
maple lintels, and the whole of the appointments are en suite. 

The Dining Saloon is seen to best advantage at night under the brilliant 
illumination of the electric light, reflected *by scalloped shells in burnished 
brass—an ingenious arrangement of the electrician—which preserves the 
power of the light, while at the same time agreeably toning down its 
effulgent glitter. 



DRAWING ROOM. 

31 














At the after end of the Dining Saloon is the grand staircase, rising by 
easy treads from a spacious vestibule to the Promenade Deck, and giving 
entrance to two apartments of marvellous beauty. 

The first of these is the Drawing Room, which is a favorite lounge of 
the lady passengers in fair weather and in foul. It is adorned and appointed 
with exquisite taste. The ceiling is formed in deep panels, surrounded by a 
fretwork in gilt, and large mirrors, set in bright frames to correspond, are 
fixed to the walls of the apartment. 

An oriel window built under the stained glass dome of the Dining 
Saloon commands an excellent view of that room, the opposite gable being 
utilized as the organ loft, which can, in like manner, be approached from 
the Promenade Deck. The organ, like the piano in the Drawing Room, is a 
first-class instrument. 



LIBRARY. 

On the after side of the Stair Hall is the Library, another sumptuous 
apartment, constructed in the form of an hour-glass, thus securing the 
maximum of light at the minimum sacrifice of deck space. The sides of 
this chamber are lighted from windows overlooking the Promenade Deck, 
and a central skylight makes it exceedingly bright and cheerful. 

















There is a lining of wainscot oak round the Library, and the names of 
many illustrious authors appear in carved scrolls upon the panels, while 
quotations from sea poems are inscribed upon the stained glass of the 
windows. Upon the shelves are about 900 judiciously selected volumes. 
There are the choicest writings of 250 American citizens, but no literary 
exclusion has been attempted, and the principal works of all the best 
authors may here be freely consulted. 



SMOKING ROOM. 


The First Class Smoking Room, 45 feet long and 27 feet wide, affords 
ample space for 130 gentlemen. The walls and ceiling of this room are 
panelled in American walnut, and the upholstery is in figured scarlet hide. 
There is a large bar at one end of the Saloon, and the convenience of the 
smoker is studied in every detail. 

Upon the Promenade and Saloon Decks no fewer than forty rooms are 
set apart in fourteen suites for the use of families who wish to ha\ e separate 
accommodation. Kach of these suites consists of bedroom, sitting-room, 
private lavatory, and in most cases a private bath. The bedrooms in the.se 

as 































suites are fitted with single and double beds, the berths being, as in a 
Pullman car, closed by day and open at night. 

The Promenade Deck has been described, with no exaggeration of 
language, as the Public Park of the ship. It extends from one end to the 
other, a distance of nearly 190 yards. This splendid space is always kept 
perfectly clear. The lifeboats hang from the davits at a height of 8 feet 
above the promenade, and passengers are protected by an awning deck. In 
order that the wishes of everybody may be consulted, the extensive area 
thus reserved is divided by rails running fore and aft, the inner enclosure 
being kept for passengers who wish to sit in the comfortable deck chairs 
provided, while the outer line is at all times available as a promenade. 



Placed 011 the Main Deck, below the level of the Grand Dining Saloon, 
and entirely isolated in an independent steel shell, without any aperture 
except those of the capacious ventilating shaft leading into the three great 
smoke-stacks, the principal kitchen is literally out of sight, smell or hearing. 
Nevertheless, the service is all that could possibly be desired by the most 
impatient epicure. Lifts, working silently by hydraulic power, carry the 
dishes into extensive pantries, from which they are served to the stewards. 
Similar arrangements exist in the case of the Second Cabin Dining Saloon. 


34 



































The Second Cabin Dining Saloon is a handsome and well lighted 
apartment, 27 feet long and 40 feet wide, providing seats for 150 passengers. 
There is an excellent pianoforte in the room, and many musical entertain¬ 
ments here take place. The Second Cabin passengers enjoy the luxury of 
their own Smoking Room, together with the exclusive use of the after 
part of the Promenade Deck for the full width of its space. 

Enormous power is concentrated in the engines which propel the 
New York and the Paris, and they embody many features of striking 
novelty. The twin screws are supported by massive steel trusses, fixed in a 
solid structure of cast steel weighing 26 tons. These screws are actuated by 
separate sets of machinery, the first introduced in Atlantic liners. The 
possibility of a complete breakdown in the machinery is thus reduced to a 
minimum, each set of triple expansion engines being capable of propelling 
the steamer at 15 knots while the other set remains motionless. Separate 
chambers have been provided for the two sets of engines, complete 
sub-division being gained by the longitudinal bulkheads mentioned, and 
these, together with the coal bunkers at each side, increase the number of 
water-tight compartments to twenty-five. 

The boilers are worked on the forced draught system, the only hatches 
being those through which powerful fans draw down the air supply. These 
fans are twelve in number, and they are driven at the rate of 400 revolutions 
per minute. About 300 tons of coal are shoveled into the 54 furnaces of 
the nine bailers every day the vessel is at sea. 

Messrs. Thomson & Biles’ rudder has much to do with the safe naviga¬ 
tion of the New York and the Paris. This rudder, which in reality forms 
part of the ship’s hull, is one of the largest in the world, the area of one side 
covering 250 square feet. Quick turning is easily accomplished with a helm 
of such vast size, and the independent action of the twin screws rotating in 
opposite directions, gives valuable assistance in any necessary manoeuvering. 

Compound surface condensing engines are used for the hydraulic 
installation—the most extensive afloat—and the engine rooms also contain 
the electrical plant, the powerful current generated being employed both for 
illuminating and ventilating purposes, the ventilator in each compartment 
■of the ship being capable of drawing off 250,000 cubic feet of air per hour. 

The steamer is supplied with a powerful electric search light, and with 
a view to possible employment as an armed cruiser, the Promenade Deck is 
specially strengthened and arranged to carry fourteen 5-incli breech-loading 
guns. As a further precaution, the whole of the steering power is below 
the water line, and therefore in all these material particulars the vessels 
m ist be regarded as valuable adjuncts to the American navy. 


35 



TWIN S. S. KENSINGTON AND SOUTHWARK. 









Twin 5 . 5* Kensington und 5 ont!)varl 5 . 


T UP, Kensington and Southwark are sister ships, and were built in 
J S 94 > the former by Messrs. J. & G. Thomson, Glasgow, and the latter 
by Messrs. Win. Denny & Bros., Dumbarton. 

Steel of the best quality was used in the construction of each ship, and 
they have been accorded the highest class at Lloyds and Bureau Veritas. 
They were designed with a double botton throughout, which removes danger 
in case of grounding; and the space between is available for water-ballast, 
thereby insuring greater stability. Each ship is .so sub-divided by bulkheads 
that in case of an accident the inrush of the sea is confined to the injured 
compartment, and even two adjoining compartments might be damaged 
without at all endangering the safety of the vessel. 

The First Cabin State-Rooms are located amidships on three decks—the 
Spar, Upper and Main deck. The wash-stands are the “ Broadfoot Cabinet” 
which fold up when not in use, thus giving greater space in the rooms. The 
sanitary arrangements are of the latest pattern, and ventilation is assisted by 
the use of the Utley patent port-holes which admit the air, but close their 
valves against w’ater. 

The First-Class Dining Saloon, which is on the Promenade Deck amid¬ 
ships, occupies the entire width of the deck house, and accommodates 125 
passengers at one sitting. This location ensures those essential qualities, 
perfect ventilation, and abundant light, the latter not only being admitted 
from the usual side ports, but also from a large and chastely decorated sky¬ 
light. This room is panelled in polished hard woods, and on account of its 
location and size it is a most attractive and comfortable dining saloon. 

The Drawing Room on the Promenade Deck, and the Smoking Room 
on the Spar Deck are both finished in hard wood similar to the First-Class 
Saloon. 

Special attention has been given to the accommodation for Second Cabin 
passengers, the Saloon for this class being located on the Spar Deck, the 
Smoking Room on the Promenade Deck, while the State-Rooms are on the 
Upper and Main Decks. 

These steamers are propelled by twin screws actuated by two sets of 
quadruple expansion engines, thus almost obliterating any posibilty of a 
complete breakdown, either engine being able to propel the vessel at a fair 
rate of speed. 

The number of electric lights is 700, and in all respects these vessels are 
entitled to the front rank among ocean steamers. 


37 



. FRI£SI<AND 











3- 3* Friesland. 


T HE Friesland was built in Glasgow by Messrs. James and George 
Thomson, builders of the Paris and the New York, and was designed 
nearly upon the same lines as those steamers. She is built of Siemens- 
Martin steel and to accord with the highest class at Lloyds and Bureau 
Veritas. With a double bottom, on the cellular principle, she is free from 
harm if she grounds, and the space between is available for water ballast to 
the extent of one thousand tons. Internally she is divided transversely by 
numerous bulkheads, the space between the bulkheads being comparatively 
small. The passenger accommodation is arranged on the same principle 
as in the case of the New York and Paris, the First Classrooms are in the 
centre of the vessel, with the Second Class rooms just abaft. In the arrange¬ 
ment of boilers and machinery the convenience and comfort of the passengers 
have been studied, there being no openings on the Promenade Deck. The 
cuisine is relegated to the lower deck, and communication established with 
the pantry by means of lifts. There are three passenger decks—the Upper, 
Saloon and Promenade—the last of which extends two-thirds the length of 
the ship. 

The Dining Saloon is forward of the machinery, and is large and airy, 
being lighted by a dome-shaped skylight, framed with chastely decorated 
stained glass on the top, while the sides are filled in with wooden panels, 
having on them appropriate hand-painted sea views. The Saloon is finished 
in carved oak, while the ceiling is in white, the relief work being in old 
gold. At the entrance to the Saloon is a hall, from which stairways lead to 
the State Rooms below and to the Drawing Room on the Promenade Deck 
above. This Drawing Room is an artistically furnished apartment, the 
walls of which are adorned with cedar and satin wood, in combination with 
silk panels. The roof is similar to that of the Dining Saloon. The First 
Class Smoking Room is on the Promenade Deck, and is internally 
constructed of dark mahogany frame work, wdtli painted tile panels, and 
has a tiled floor. On the Saloon Deck, amidships, are seventeen State 
Rooms, and the remainder of the apartments for the First Class passengers 
are on the Upper Deck. 

The Second Cabin Dining Saloon is finished in hard wood, and is on 
the Saloon Deck abaft the machinery ; the State Rooms are on the Upper 
Deck. The Smoking Room is fitted internally similar to the First Cabin 
Smoking Room, and is also on the Promenade Deck. An attractive feature 
for this class is the number of rooms to accommodate two persons only. 
Throughout the ship are a large number of Broadfoot’s ventilators, the 
special feature of which is that they may be left open in all weather. 

39 



CORNER IN MAIN SAI y OON. 























































































































































































COMPANIONWAY FROM SALOON TO PROMENADE DECK. 


The propelling machin¬ 
ery is of the triple ex¬ 
pansion type, and has 
been designed to take up 
the least possible room. 
The number of electric 
lights is 500. Two special 
turbine dynamos are fitted 
on board, and each is 
capable of maintaining 
all the lights in the ship. 
The life-boats are all 
carried above the Prom¬ 
enade Deck, an arrange¬ 
ment which largely in¬ 
creases the deck space for 
passengers. 

The Westernland and Noordland are sister ships, built of steel by 
Messrs. Thomas Daird & Sons, of Birkenhead, England. They are lighted 
throughout by electricity, and their great beam in proportion to their length 
insures great .steadiness at sea, and affords extra space for passengers on 
the Promenade Deck. The passenger accommodations are all amidships 
and extremely comfortable ; the State-Rooms are far removed (by being on 
another deck) from the galleys, pantries, etc., and the light and ventilation 
are excellent; even the inside rooms, with very few exceptions, are 
lighted and ventilated by port-holes cut in the side of the deck-house 
above. These steamers are well known by the traveling public, and are 
deservedly most popular. They carry about 150 First Cabin and 60 Second 
Cabin passengers. 

The Friesland, Westernland and Noordland have a number of extra 
large rooms called Family Rooms, which are fitted with exceedingly wide 
double berths accommodating two persons, and in addition have the usual 
wide upper and sofa berths. A wdiole family often finds sufficient accommo¬ 
dation in one of these rooms. 

Many points in the above descriptions apply equally well to other 
steamers of these lines. 


41 









WESTERNXAND 
















THE SECOND CABIN. 

HE Second Cabin accommodations on the steamers of the American 
and Red Star Lines equal the First Cabin accommodations of the best 
steamers of a few years ago, and this class of travel has consequently 
largely increased. 

The Dining Saeoon. 

The Second Cabin Dining Saloon is 
in a house on the Saloon Deck abaft the 
machinery. The ventilation and lighting 
of this Saloon is effected by means of 
large skylights and port holes, as in the 
case of the First Cabin Dining Saloon. 

State Rooms. 

The State Rooms, which are large and extremely well ventilated, are on 
the same deck with the First Cabin and are fitted with a view of affording 
the greatest amount of comfort. 




Promenade Deck. 

At the after end of the steamer is the Promenade Deck for Second Cabin 
i passengers, which, on account of its location and 

y \ size, a ff° r( is solid comfort and enjoyment to this 
numerous class of passengers. 

Smoking Room. 

The Second Cabin Smoking Room is on the 
Saloon or Promenade Decks and is internally con¬ 
structed in hard woods, similar to the First Cabin 

Smoking Room. 
x 

Stewards and Stewardesses. 

Special stewards and stewardesses are assigned 
to the Second Cabin, who give the passengers the 
same care and attention as is received in the First Cabin 

SpEciae Notice. 

The steadily increasing number of Second Cabin passengers traveling by 
the American and Red Star Lines, is evidence of the appreciation b\ this 
class of passengers of the attention and satisfactory .service on the steamers 
of these lines. 



43 





In order co secure rooms or berths 
most favorably located, it is at all 
times advisable, but particularly during 
the Spring and Summer season, to 
apply as early as possible to any of the 
General Offices of the 
American and Red Star 
Lines, or to one of the 
Company’s numerous 
agents in any of the prin- 
ipal cities of the United States and 
Canada, specifying the steamer the 
applicant desires to take. These agents 
will send upon application, a cabin plan of the steamer the passenger selects, 
and designate the vacant berths or rooms from which choice can be made. 


Cabin berths are not considered engaged unless secured by paying a 
deposit of 25 per cent.; no deposit, however, to be less that $25. The balance 
of passage money must be paid not later than ten days before sailing, and 
if it is not then paid the berths will be otherwise disposed of. 



American and Red Star Line return 
tickets are good for passage from Europe 
by either the American Line from Lon¬ 
don, Havre or Southampton, or the Red 
Star Line from Antwerp. As both these 
lines are owned by the International 
Navigation Company, round trip tickets, 
which are issued at reduced rates, are available for return passage from 
London, Havre or Southampton, or from Antwerp, as may be desired. 



are not necessary in most European coun¬ 
tries, but naturalized citizens of the United 
States, and travelers generally, frequently 
find it to their advantage to carry with 
them this evidence of their citizenship. 
They are useful as a means of procur- 
/ ing admission to certain places of inter¬ 
est, and also for identification at banks 
or post-offices. Passports may be procured 
by application to the State Department at Washington, or to the cabin 


44 



passenger office of the American and Red 
Star Lines, 6 Bowling Green, New T York. 


^ The cuisine is a feature to which the 
management devotes special attention. 
Only the best culinary artists are engaged 
as cooks, and no expense is spared to pro¬ 
vide an exceptionally good and liberal 
table. The steamers are supplied with 
all the delicacies of the season, and it 
. is said by old and experienced travelers 
„that the cuisine and attendance on the 

y 

steamers of the American and Red 
-T Star Lines are equal to that of any 
first-class hotel in Europe or America. The wines, liquors and cigars are of 
the finest quality. They have been carefully selected and are sold on board 
at extremely moderate prices. 


Seats at table are allotted by the 
Second Steward on the American 
Line and the Chief Steward on the 
Red Star Line immediately after the 
steamer leaves the pier. Nurses and 
children are served separately. 



3TEAAER CHAIRS* 

Passengers may secure, for the nominal sum of 50 cents, the exclusive 
use of a Steamer Chair for the trip. .. These Steamer Chairs are 

owned by the American and Red Star Lines, and are of 

the most approved and comfortable Jffjjjffij/ design. They can be secured 
as well for the return v °y a £ e > and P assen gers who 

have crossed with their. ^ _ -Aj, own chairs will at once 
appreciate not only the /saving of expense, but of 

trouble and annoyance * '/ A i J in looking after the chairs 

from the time they are purchased until they are finally 

stored at home. 


45 




Captains and Officers. 

The Captains and Officers on the American and Red Star steamers have 
obtained their positions only through a regular line of promotion in the 
service, and after having proven themselves to be not only thorough seamen 
and disciplinarians, but at the same time courteous to the patrons of the 
lines. 

Surgeons. 

Bach steamer carries an experienced Surgeon, and medicines are gratui¬ 
tously supplied to those who require them. 

Vaeuabees. 

The Company is not responsible for theft if valuables are kept in the 
State Rooms. Money, jewelry, etc., can be handed to the Purser for safe 
keeping. 



BARBER SHOP. 


The Barber is entitled to the usual remuneration for his services. 



BATH ROOM. 


Bath Rooms and Lavatories are provided for 
the use of cabin passengers, who can arrange 
for hot or cold baths at any time by applying 

to the Bed Room Steward. The Bath Rooms 
are thoroughly ventilated, lighted and heated, 

and are convenient of access. 


46 
























Avoid overloading with unneces¬ 
sary articles and packages, taking 
only what is absolutely essential. 

A steamer rug or shawl is a desir¬ 
able article. Cabin passengers are 
allowed twenty cubic feet of per¬ 
sonal baggage free of charge. Extra 
baggage will be charged for at the 
rate of 25 cents a cubic foot. Avoid 
extra large trunks. All articles 
wanted during the voyage should 

__, be put in a steamer trunk, which 

should not be higher than the space under the sofa in the State Room. 
Larger trunks are not allowed in the State Rooms but are stowed in the 
Baggage Room. All trunks and hand baggage should be provided with a 
tag giving the name of passenger, number of cabin, name of steamer, and 
whether or not the trunk will be wanted during the voyage. Tags can be 
obtained from the offices of the Company or from its agents. Passengers 
may send their baggage to the piers two days before sailing, but it must 
be plainly marked with the passenger’s full name. Passengers arriving in 
New York from out of town, can have their baggage checked to the piers by 
the baggage express agent on the train. _ ^~ —, 

... - mEURO PE 

European railways usually have three ' 
classes of cars or carriages on each train, 
and make a different allowance for freehJ* 
baggage for each class. The first class is 
luxuriously furnished, and corresponds 
approximately to the Pullman cars in 
America. The second class is quite 
comfortable but the seats and com- 1 
partments are less spacious, while 
the third class carriages are generally 

neat and clean. All hand baggage is free. Through tickets for long 
distances are only issued for first and second class. Sleeping Cars are 
furnished on most of the through trains between important cities. 

I11 traveling from one country to another, the Customs examination of 
baggage at the various frontiers need cause no annoyance. Spirits, tobacco 
and cigars are the articles mainly looked for. Passengers should be in 
readiness with their keys, opening their trunks as may be required, and 



47 








the declaration of anything liable to duty will facilitate the operation and 
prevent any unpleasantness. On European railways the charge for over¬ 
weight baggage is quite high. The free allowance is about fifty pounds. 





SOUTHA*!?!!^ 


In connection with 
sailings and arrivals of 
American Line steamers 
fast twin-screw steamers, 
with excellent accommo¬ 
dations for cabin passen- 
, gers, have been placed on 
\ the line between South¬ 
ampton and Havre, thus 
affording a most desirable 
route between New York and 
Paris. The steamers leave 
■ ^ Southampton at 12 midnight every 
week-dayjand make the passage in 


_ _ jUvabout six hours. Passengers usually arrive at 
Havre in good time to proceed by the first-class express train leaving there 
at 8 a. m., due in Paris (St. Lazare Station) at 11.30 a. m. Baggage can be 
checked from the steamer at Southampton to Paris, or vice versa , without 
examination by the British custom officials. There is also direct connection 
at Southampton with all points in Great Britain, the Continent, Channel 
Islands, Central America and the Southern Pacific, South Africa and all 
Australian, Chinese, Japanese and East Indian ports, and it is the port of 
departure of the Royae Maie, CasteE Line and Union Line, for West 
Indian, South American and African ports. 



Sailing from New York, steamers of the 
American Line proceed direct 
to the Empress Dock at South¬ 
ampton, and suffer no delays 
from tides. Passengers land on 
terra firnia, and find waiting on the pier, 
alongside, a special train, the Eagle Express, 
which will convey them to London in about one hour 
and forty minutes. This train is provided with smoking rooms, lavatories 
and toilet rooms. 


48 















Returning by American Line, the steamers sail from Southampton 
e\ er} Saturday at noon. The last special train from London leaves Waterloo 
Station, every Saturday at 9 - 4 ° A. m., and lands the traveler alongside the 
steamer. The customary amount of baggage is conveyed from Waterloo 
. Station and put on board the steamer at Southampton without trouble or 
expense to passengers. Sailing at noon Saturday during the Summer and 
Autumn season, and when on the short track, passengers should be able 
frequently to dine at New York on Friday evening. 


s 

/’■ 


was founded in the seventh 
century, and is the chief sea¬ 
port of Belgium. Population, 
265,000. Antwerp was chosen 
as the terminus of the Red 
Star Line owing to its cen¬ 
tral geographical position. This 
city has complete and direct 
railroad and steamship connec¬ 
tions, not alone with all parts of 
Europe, but with the world generally, and travelers intending to visit 
the Continent will find Antwerp a most advantageous point from which 
to commence their tour. Numerous trains leave Antwerp daily for Brussels, 
Paris, Cologne, Munich, Dresden, Berlin, Vienna, Rome, etc. The city itself 
offers innumerable objects of interest to the traveler. It was the centre of 
the Spanish Invasion of the Netherlands, and was once the largest port in 
the w T orld. Its galleries and museums are renowned, being especially rich 
in the masterpieces of Rubens, Van Dyck, Rembrandt and all the other old 
Flemish artists. The Cathedral, the most beautiful gothic edifice in Belgium, 
and one of the finest in the world, was completed in the fourteenth century. 
The spire is 403 feet high, and very graceful, the chimes from which are 
famous. The “Descent from the Cross,” considered the masterpiece of 
Rubens; his “Elevation of the Cross,” “Assumption” and “Resurrection,” 
with many other pictures by the most renowned artists, add to the interest 
of this church. The fine quays along the river Schelde were constructed 
by Napoleon I. in 1802. 



49 





At No. 9 Rue Scribe are the Paris offices of the 
American and Red Star Lines, Mr. 

Nicholas Martin, agent. Passen¬ 
gers visiting the French Capital 
will find on file the latest 
American and English papers, 
Railway Guides, Maritime 
Registers, Tariffs and Customs 
Duties, the Didot-Bottin of 
Paris and the Departments of 
France,the Post-office London 
Directory, New York and Liverpool 
Directories, and other works of reference. 

Luggage directed to Nicholas Martin, 9 Rue Scribe, Paris, will be re¬ 
ceived, cared for, stored for any length of time, forwarded from Paris at a 
fixed rate upon receipt of instructions, and put on board ship at Antwerp or 
Southampton, as desired. American travelers making purchases in Paris or 
elsewhere, which they do not wish to carry in their trunks, can at once 
despatch the same to New York, through these offices. 

Letters and telegrams may be directed to these offices. They can be 
obtained every day of the year (Sundays excepted), without charge. They 
will also be re-directed when required. 

A register (as complete as possible) is kept of all American visitors to 
Paris, with the hotels or addresses at which they are staying. 


INFORMATION FOR PASSENGERS SAILING BY HAVRE STEAMER 

FROM SOUTHAMPTON. 


P ASSENGERS’ baggage will be transferred from the Ocean Steamer to 
the Havre Steamer free of charge, and without being opened for 
Customs examination, but Passengers must claim and identify their 
baggage before leaving the landing shed at Southampton, and point out 
which packages they desire to retain in their own charge, and those 
they desire to have registered through to Paris. 

Baggage can only be registered through to Paris if the Passengers hold 
through tickets for Paris, and such baggage will not be subject to Customs 
examination at Havre, but will be examined by the Customs at the Gare St. 
Lazare, Paris, any time between 9 a.m. and 10 p.m. 

Each First and Second Class Passenger is allowed 67 lbs. weight of 
baggage free of charge. For all baggage in excess of this the charge is 
$ 2.12 per 112 lbs. through from Southampton to Paris. 


50 





The baggage of Passengers who do not hold tickets to Paris will be 
examined by the Customs at Havre, and the Passengers will require to attend 
its registration from Havre to Paris. To save this trouble and the delay of 
Customs examination at Havre it is desirable for Passengers proceeding to 
Paris to book through before they leave Southampton. 

An official attends at the landing shed in Southampton to meet all 
ocean steamers and register baggage and book passengers through. 

On arrival of the steamer at Havre, omnibuses will be in attendance for 
the free conveyance of through booked Passengers to the Railway Station. 
The registered baggage is at once transferred to the Railway Station, and 
Passengers need not look after it, but those whose baggage is not registered 
must claim same at the Customs shed where it will be examined. 

An interpreter in the uniform of the London and South-Western 
Railway Company will be in attendance, to assist Passengers with advice in 
any way that may be required while in Havre. 

TERMINAL, FACILITIES AT NEW YORK, LARGEST AND FINEST 

PIER IN THE WORLD. 

T O increase the comfort of its patrons the management has acquired the 
largest Steamship Pier in New York, which has been fitted with a 
second story and all possible conveniences, so that passengers now 
embark and land in New York more comfortably than ever before. Pas¬ 
sengers land upon the second story, and with their baggage are entirely 
separated from the handling of freight and movement of trucks, carriages, 
etc. The adjoining pier, 15, has also been acquired and is being fitted up 
with a tw T o-story shed similar to pier 14. 

These piers are situated at the foot of Fulton Street, adjoining the 
Cortlandt Street Ferry of the Pennsylvania Railroad, and are close to the 
ferry terminus of the Baltimore & Ohio ; New Jersey Central; Philadelphia 
& Reading ; Erie ; Delaware, Lackawanna & Western ; New York, Ontario & 
Western ; and West Shore Railroads; also, the Fall River & Stonington 
Lines, from New England points. 

Pier to Pier, no Tenders. 

American Line passengers embark from the pier in New York and 
land on the Empress Dock in Southampton ; no detention at any port 
of call, no tidal delays at bars, no transfer by tender with exposure to 
weather and no landing stage. Red Star Line passengers embark and land, 
both in New York and Antwerp, without the aid of tenders. Steamers are 
berthed alongside the piers, which does away with the danger and discom¬ 
fort from exposure to weather, when landing by tenders. 


51 



PIERS 14 AND 15, NORTH RIVER—AMERICAN AND R ED STAR EINES 























REFERENCE TO THEATRES, 

45. Academy of Mnsio. 

46. Amberg T s Theatre. 

47. Bijou Opera House, 

48. Broadway, 

49. Casino. 

60. C.hickerlng HalL 

61. Bockstader’s. 

62. Daly's Theatre, 

63. Eden Musee, 

64. Fifth Avenue Theatre. 

65. Fourteenth Street Theatre. 

56. Grand Opera House. 

67. Harry Miner’s Theatre. 

68. Lexington Avenue Opera House. 

59. London. 

60. Lyceum Theatre. 

61. Madison Square Garden. 

62. Madison Square Theatre. 

63. Metropolitan Opera House. 

64. Miner's Eighth Aveuuo Theatre, 
6o. National Theatre. 

66. New Park Theatre. 

67. Niblo’s Garden. 

63. Palmer's Theatre, 

69. People’s Theatre. 

70. Proctor's Theatre. 

71. Standard Theatre, 

72. Star Theatre. 

73. Thalia Theatre. 

74. Third Avenue Theatre. 

75. Tony Pastor’s. 

76. Union Square Theatre. 

77. Windsor Theatre. 

CLUBS. 

80. Arlon Club. 

81. Authors’ Club. 

82. Calumet Club. 

83. Knickerbocker Club. 

84. Lotos Club. 

85. Manhattan Athletio Club. 

86. Manhattan Club. 

67. New York Athletic Club. 

8?. New York Club. 

Xi- York Yacht Club. 

90. Players' Club. 

91. Racquet Club. 

02. St. Nicholas Club. 

93. Tilo Club. 

94. Union Club. 

95. Union League Club, 

96. University Club. 

07. Century Club. 




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REFERENCE TO HOTELS. 

X. Albemarle Hotel, 

2. Ashland House. 

8. Astor House. 

4. Barrett House. 

6. Brevoort House, 

6. Bristol. 

7. Buckingham Hbtcl. 
^‘Clarendon Hotel. 

9. Coleman House. 

10. Continental Hotel, 
ill. Delmohlco’fl. 

12. Everett House# 

13. Fifth Avenue Hotel, 

14. Gilsey House. 

15. Glen ham Hotel* 

16. Grand Hotel. 

17. Broadway Central. 

18. Grand Union Hotel, 

19. Hamilton Hotel. 

20. Hoffman House. 

21. Hotel Brunswick. 

22. Hotel Imperial. 

23. Hotel Normandie* 

24. Langham Hotel. 

25. Marlborough Hotel. 

26. Metropolitan Hotel. 

27. Murray Hill Hotel. 

28. New York Hotel. 

29. Park Avenue Hotel. 

80. Plaza Hotel. 

81. Rossmore Hotel. 

82. St. Cloud Hotel. 

83. St. Dennis Hotel. 

84. St. James Hotel. 

85. St. Nicholas Hotel. 

86. Sherwood House. 

37. Sturtevant House, 

38. Union Square Hotel. 

39. Vanderbilt Hotel, 

40. Veudome. 

41. Victoria Hotel. 

42. Windsor Hotel. 

43. The Waldorf. 

100. Holland House. 

101. Hotel Alamo. 

102. Hotel Logcrot. 

103. Hotel New Netherlands. 

104. Hotel Renaissance. 

106. Hotel Savoy. 


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New Twin Screw Steamers “Columbia” and “Alma”—Maintaining the 
Service between Southampton and Havre. 

Extract from “Southampton Times," 10th October, 1894. 

U Saturday the new Steamer ‘COLUMBIA,’ built for the London 

and South-Western Railway Company, went on a trial cruise in 
the Firth of Clyde. She has been built by Messrs. Janies and 
George Thomson, Limited, Clydebank, and is intended for the Express, 
Mail and Passenger Service between Southampton and Havre, in connec¬ 
tion with the Transatlantic Sendee of the American Line. The vessel is of 
the twin-screw type, and very fast. Between perpendiculars she is 270 ft. 
long, her beam is 34 ft., and her gross tonnage, 1,150 tons. The accommo¬ 
dation for Passengers is of the most luxurious kind. To suit the night 
voyage for which the vessel is specially intended, the Saloon accommodation 
is quite subsidiary to that for sleeping. In all, there are quarters in two- 
berth rooms for 100 First Class Passengers—an innovation which will 
doubtless be appreciated by travelers when it is considered that in many of 
the steamers of the Continental Routes the Passengers are accommodated in 
one large Saloon. The whole of the state-rooms in this class are situated 
almost exactly amidships, where the discomfort arising from the motion of 
the vessel is reduced to a minimum. There are three decks—main, upper 
and promenade, and on each there are state-rooms. These are exceptionally 
large and lofty, and in every respect quite equal to the accommodation 
provided on first-class Atlantic Liners. There is a complete installation of 
electric light. The first-class Saloon, though small, is beautifully fitted : it 
is panelled in polished plane-tree, with handsome mirrors alternating with 
carved spaces. On the promenade deck is the Smoking Room, a large and 
airy 'apartment panelled in dark oak and furnished with marble-topped 
tables and couches upholstered in morocco. At the after-end of the ship 
there are quarters for fifty Second Class Passengers, the accommodation 
being at least equal to the ordinary run of First Classes. There are two 
sets of triple-expansion engines, driving three-bladed manganese bronze 
propellers. The trial on Saturday consisted of a continuous run of six hours, 
during which the engines worked perfectly. The mean speed of the meas¬ 
ured mile performance was about 19)^ knots, or one knot more than was 
stipulated for in the contract. Even when running at the high speed there 
was an entire absence of vibration, a quality which is certain to be appreci¬ 
ated by night travelers. ’ ’ 

The “ALMA,” which is similar in every respect to the “ COLUMBIA,” 
has since been launched, and both are now in the service between South¬ 
ampton and Havre. 

53 




SOUTHAMPTON. 


T HE accompanying plan, photographed from a drawing on a large scale, 
graphically exhibits the excellent accommodation afforded by the 
docks at Southampton. Covering an area of over 250 acres—the estate 
includes an open dock 16 acres in extent, with an average depth of 18 feet at 
low water spring tides, the average rise of the tides being 13 feet. 

This basin is approached from the River Itchen through an entrance 150 
feet wide, and adjoining it is a close dock of 10 acres, with a depth over the 
sill of 29 feet at high water spring tides, and of 25 feet at neap tides, the 
width of the entrance being 56 feet. The quay space at these two docks is 
over 7,500 feet in length, in addition to which the eastern arm of the 
Empress Dock provides a quay 1,850 feet long, with berthing spaces of 20 
feet at low water. 

The Empress Dock, opened by Her Majesty the Queen in July, 1890, 
covers an area of iS }4 acres, and has a minimum depth of 26 feet at 
low water. It provides on the westerly and south-westerly sides quayage 
1,900 feet in length, the whole of which space is devoted to the vessels of the 
American Dine. The entrance to this dock is 175 feet wide. It is worthy of 
mention, as one of the great advantages offered by the port, that the 
Empress Dock is the only one in Great Britain where deep-water loading 
and discharging berths can be reached by the largest vessels at any time of 
the day or night, irrespective of the state of the tide. 

The channel leading from the sea to the docks is frequently dredged, 
so as to give a minimum depth at low water of 30 feet, and thus the most 
powerful steamers of the American Dine are able to go straight into dock 
whenever they arrive at Southampton. 

The new graving dock is 800 feet long, no feet wide, and 27 feet deep 
at low water neap tides. This is the largest graving dock in the world, and, 
with its quay space, covers an area of nearly 50 acres, the entrance being at 
the south-easterly angle of the Empress Dock. 

Hydraulic cranes and capstans are erected throughout the dock system, 
which contains extensive warehouses, and the whole of the quays, together 
with the sheds and the approaches, are brilliantly lighted by electricity. In 
short, every necessary facility has been provided for the easy and quick 
handling of goods, which can be loaded and landed to and from the railway 
trucks in the dock sheds. 

The port possesses all the benefits of a well-sheltered harbor, being quite 
land-locked, and the proximity of the Isle of Wight gives it the rare advan- 


54 


SOUTHAMPTON DOCKS and HARBOR. 






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Southampton is the only Port in Great 
Britain where deep water loading and 
discharging berths can be reached at any 
time of the day or night, irrespective of 
the state of the tide. 

There are double tides at the Port, and practically 
Four Hours of High Water. In addition to the usual high 
water there is a second, about two hours later, and some 
six inches higher, allowing vessels to come out of the 
graving docks, and others to enter on the same tide. 

Passengers have every convenience and facility. 
Special trains from Waterloo Station, London, run direct 
into the Docks alongside the Mail Steamers on days of 
sailing, and vice versa on arrivals. 

The fullest facilities exist for coaling steamers both 
from Rail or Collier. Railway wagons run from South 
Wales and other colleries direct to Ship's side. 

An additional Dry Bock, the largest in 
the world, 750 feet long by 87% feet wide 
at sill level, will be completed about the 
end of the present year, (1894). 









& 






o 


F 







s 


* 


A 


s 


L 


j 


DISTANCES 
FROM DOCKS. 

TO CALSHOT CASTLE 6 MILES 
“ HURST CASTLE 22 “ 

“ THE NEEDLES 26 “ 


DE PTH OF DO CKJL- 

DEPTH AT DEPTH AT 
ACREAGE v/ATER HIGH WATER 

CL08E DOCK 10 ACRES - “ 28 FEET 

OPEN DOCK 10 * l4 18 F f, ET ?«, “ 

EMPRE8S DOCK 18 1-2 28 


DEPTH ALONGSIDE 
NEW QUAY WALLS 


} 


20 


40 


PARTICULARS. 

DRY 

DOCKS. 

NO. 1 

NO 2 NO. 3 NO. 4 

LENGTH 400 FT 

250 FT 500 FT 460 FT 

WIDTH 00 FT 

51 FT 80 FT 60 FT 

NEW GRAVING DOCK. 

LENGTH 750 FT 

WIDTH 112 1-2 FT 


A.B.C.D E existing docks 

AND WORKS. 

F WORKS IN PROGRESS. 

G Proposed Quay Extensions. 


the SOUTHAMPTON DOTK^ ar 7 '7ft~MII ES FROM LONDON BY THE L. & S. W. RAILWAY, AND ARE IN DIRECT 

COMMUNICATiSn WITH THE ENTIRE RAILWAY SYSTEM OF ENGLAND. 

LINES, EXTENDING TO A LENGTH OF 20 MILES, RUN ON ALL THE QUAYS AND INTO AND ALONGSIDE THE 

WAREHOUSES AND CARGO SHEDS. 


































































































































































































































































































































tage of a double tide, which practically sustains high water for a period of 
four hours. 

Southampton and its neighborhood are full of delightful associations. 
There are, indeed, few of our great maritime centres which are as fortunate 
in all their surroundings. Standing on an elevated peninsula at the 
northern limit of Southampton Water, flanked on the east by the River 
Itchen and the west by the estuary of the Test, within sight of the New 
Forest, the town presents from land and sea alike a singularly cttractive 
aspect. In early British, Roman and Saxon days it played an active part in 
national history, and one of its most interesting relics is the Bar Gate. 

In the sixteenth century, Leland described the High Street, in which 
this quaint old structure stands, as one of the fairest streets in any town in 
England, and the changes wrought by succeeding generations have not 
entirely robbed it of this proud distinction. 

The Bar Gate consists of a massive pointed arch, dating from Norman, if 
not from Saxon times. On the north side, the arch is rich in mouldings of 
a subsequent period. This front of the Gate forms a semi-octagon, 
surmounted at each point by a semi-circular tower. Originally these towers 
were entered laterally, but the requirements of later days led to the footpath 
on each side being carried underneath the towers longitudinally. Although 
the details of the structure have not always been preserved in their entirety, 
the arch remains in an excellent state of preservation, its sturdy battlements 
being the same in the outline to-day as they were centuries ago. A chamber 
vabove the arch was long used as a prison, and from its portals Lord Scrope, 
the Earl of Cambridge, and Sir Thomas Grey were led out to execution for 
conspiracy against Henry V. 

The Gaol is another interesting memorial of the past, with a record 
going back several hundred years, prisoners of war, as well as common 
malefactors, having at various epochs been confined within its gloomy walls. 

The majority of American citizens who come to England by the Ameri¬ 
can Tine will no doubt make a point of visiting Netley Abbey, situate three 
or four miles outside Southampton, in a truly charming position. These 
beautiful ruins furnish an excellent example of early English architecture. 
The erection of the Abbey was begun in 1239 by the executors of the Bishop 
of Winchester, who set apart funds for the purpose, but many portions of the 
edifice have entirely disappeared. 

Netley has become famous in more recent times for its Victoria Hospital, 
the noble range of buildings whose bright facade is seen from Southampton 
Docks. It is one of the first military infirmaries in the world, and the chief 
centre of British army medical instruction. 


55 


APPROXIMATIVE RATES OF FARE AND TIME 

Between Antwerp and the Foeeowing Stations : 


ANTWERP TO 

Eength of 

FARE 

ROUTE 

Journey 

1st Class 

2d Class 


hrs. min. 
about 




Aix-la-Chapelle. 

i i 

4.— 

$2 58 

3 28 

5 34 

$1 98 

2 48 

Gr. Central 

Amiens. 

r* 

4 .- 

3 78 


Amsterdam. 

4.— 

3 60 

2 74 


Baden Baden. 

15.— 

11 90 

8 63 


Barmen. 

6 .— 

4 48 

3 42 

Gr. Central 

Basel. 

13.— 

13 45 

9 72 


Bellinzona. 

22 .— 

20 50 

14 67 


Berlin. 

15.— 

17 96 

13 36 


1 i 


16 32 

12 23 

Gr. Central 

Berne. 

18.— 

15 83 

11 41 


Bingen. 

10.30 

8 42 

6 28 

Gr. Central 

Bochum. 

7.— 

4 94 

3 76 

Gr. Central 

Bonn. 

7.— 

5 64 

4 20 


t i 


5 08 

3 56 

Gr. Central 

Bremen. 

10 .— 

10 32 

7 78 

Gr. Central 

Breslau. 

22.— 

26 78. 

19 65 


Brindisi. 

60.— 

46 90 

33 16 


Brunswick. 

12 .— 

11 55 

8 66 

Gr. Central 

Brussels. 

1 .— 

67 

50 


11 


84 

63 

(Express) 

Calais. 

6.30 

5 28 

3 76 

Carlsruhe. 

14.— 

12 49 

9 05 


Cassel. 

11 .— 

9 58 

7 20 

Gr. Central 

Chiasso. 

23.— 

21 43 

15 32 


Coblence. 

< C 

8.30 

6 94 

6 28 

5 18 

4 43 

Gr. Central 

Cologne.. 

U 

6 .— 

4 88 

4 08 

3 66 

3 11 

Gr. Central 

Constance. 

17.— 

15 23 

10 94 


Crefeld. 

5.— 

3 48 

2 66 

Gr. Central 

Creuznach. 

10 .— 

8 95 

6 43 

Darmstadt. 

11.30 

9 82 

7 34 


Dresden. 

19.— 

20 20 

15 04 


Dunkerque. 

6 .— 

2 74 

2 03 


Diisseldorf. 

4.45 

4 68 

3 56 

G. C. v. Aix 

Elberfeld. 


3 72 

2 86 

“ Gladb. 

5.45 

4 40 

3 36 

Gr. Central 

Ems. 

9.— 

7 52 

5 62 

Gr. Central 

Essen. 

t i 

6.30 

4 88 

4 58 

3 76 

3 50 

Gr. Central 

Florence. 

34.— 

32 25 

22 90 

Frankfort s/M. 

12 .— 

9 86 

7 36 


Freiburg i/B. 

14.— 

12 65 

9 16 


Flushing. 

3.15 

2 22 

1 74 


Genoa. 

30.— 

26 18 

18 60 


Groningue. 

8.30 

5 50 

4 40 


Haarlem. 

3.30 

3 46 

2 68 


Hague, The. 

2.30 

2 52 

1 94 


Hamburg. 

13.— 

13 18 

9 90 

Gr. Central 

Hanover. 

10 .— 

12 30 

9 16 

Pleidelberg. 

13.— 

11 07 

7 93 

Gr. Central 

Homburg v/d. H. 

12 .— 

10 80 

8 00 

Eeipsic. 

14 

17.— 

17 42 

16 17 

12 96 

11 86 

Gr. Central 

Eeyden. 

3.— 

2 84 

2 20 

Eille . r. 

3.30 

2 69 

1 99 

via Mouse. 


56 















































































ANTWERP TO 

Length of 
Journey 

FARE 

ROUTE 


1st Class 

2d Class 

London. 

hrs. min. 
about 
8 .— 

$10 44 

$7 78 

via Dover 

Lucerne. 

13.— 

6 50 

3 75 

“ Harwich 

16.— 

15 58 

11 23 


Lugano. 

23.— • 

21 43 

15 32 


Luxemburg. 

6 .— 

5 14 

3 86 


Magdeburg. 

14.— 

13 80 

10 06 

Gr. Central 

Mannheim. 

12.30 

10 37 

7 52 

Mavence. 

11 .— 

9 24 

6 86 

Gr. Central 

Metz. 

7.— 

6 62 

4 90 

M. Gladbach. 

4.— 

2 92 

2 26 

Gr. Central 

Milan. 

25.— 

22 61 

16 15 

Muhlhausen i/E. 

12 .— 

12 74 

9 20 


Munich. 

22 .— 

19 50 

13 91 


Neuss. 

4.30 

3 38 

2 62 

Gr. Central 

Nuremberg. 

19.— 

15 52 

11 11 


Offenbach o/M. 

12 .— 

10 56 

7 83 


Offenburg i/B. 

12 .— 

11 22 

8 13 


Paris. 

6.30 

7 25 

5 00 

via Quevy 
“ Menin 

Prague. 

24.— 

7 25 

25 38 

5 00 

18 96 

Reims. 

8 .— 

6 49 

4 86 


Rome. 

41.— 

38 59 

27 34 


Rotterdam. 

2 .-- 

2 02 

1 54 


Schiedam. 

2.30 

2 14 

1 64 


Stuttgart.. 

16.— 

14 09 

10 00 


T urin.. 

26.— 

25 11 

17 91 

via Paris 

Utrecht. 

3.— 

2 98 

2 38 


Vienna. 

32.— 

30 19 

22 76 


Wiesbaden. 

12 .— 

9 26 

6 92 

Gr. Central 

Worms. 

12.30 

10 46 

7 74 

Gr. Central 

Zurich. 

16.— 

15 41 

11 12 



, (subject to change.) 

P. S. Where no route is indicated it is understood to be by the Belgian State R.R. 


On all the railways of Belgium, Germany, Switzerland, Italy, Spain 
and France, distances are measured by kilometres. The kilometre equals 
about five-eighths of an English mile. 


FOREIGN MEASURES OF DISTANCES. 


Austria . 



. 4 ! 

. 43 




T 

3 

Germany. 

Holland. 

.Mijle or Kilometre. 

.Mile . 


.T 

5. 

45 

. 14 - 

Portugal . 

.Verst . 


ql 3 

. 3| 


.Mile . 


8 

.6 # 

Turkey . 

.Berrie or Mile . 


8 


tl) 

V 


s 


■Tl 

■H 

W 


57 










































































Before leaving America, passen¬ 
gers should provide themselves 
with sufficient English or French 
money to pay incidental expenses upon arriv¬ 
ing at Southampton or Antwerp. The most 
convenient and safest way to carry money is in the shape of a letter of 
credit, or if the amount is not large, in the shape of sight drafts. Letters 
of credit are issued for sums of five hundred dollars and upward. The 
money can be drawn at designated banking houses in every city or town 
of any importance in Europe, the unused balance being paid in full to 
the passenger upon his return. Drafts payable in all European cities may 
be obtained in any amount desired from any banking house. Passengers, 
even those who intend to visit only the Continent, will find it advantageous 
to have letters of credit issued for English rather than for French or 
German money, as the exchange favors England. 


Money Tabee 


Showing the comparative values of the United States and other currencies. 


U. S. A. 

England. 

France, 
Belgium, 
Switzerland. 

Germany. 

Italy. 

Holland. 
Austria. 

Norway. 

Sweden. 

Denmark. 

$ cts. 

£• 

s. 

d. 

Fr. c. 

Mks. 

pf. 

Eira. c. 

FI. cts. 

Kr. Ore. 

01 




5 


4 

5 

2 

4 

02 



1 

10 


8 

10 

5 

8 

06 



3 

31 


25 

31 

15 

22 

10 



5 

52 


42 

52 

24 

37 

20 



10 

1 00 


85 

1 00 

48 

74 

24 


1 

0 

1 25 

1 

0 

1 25 

60 

89 

27 


1 

2 

1 40 

1 

12 

1 40 

67 

1 00 

49 


2 

0 

2 50 

2 

4 

2 50 

1 20 

1 81 

73 


3 

0 

3 75 

3 

6 

3 75 

1 80 

2 70 

97 


4 

0 

5 00 

4 

8 

5 00 

2 40 

3 59 

1 22 


5 

0 

6 25 

5 

10 

6 25 

3 00 

4 52 

1 95 


8 

0 

10 00 

8 

16 

10 00 

4 80 

7 22 

2 43 


10 

0 

12 50 

10 

21 

12 50 

6 00 

9 00 

2 92 


12 

0 

15 00 

12 

25 

15 00 

7 20 

10 82 

3 41 


14 

0 

17 50 

14 

28 

17 50 

8 40 

12 63 

3 65 


15 

0 

18 75 

15 

30 

18 75 

9 00 

13 52 

3 89 


16 

0 

20 00 

16 

32 

20 00 

9 60 

14 41 

4 38 


18 

0 

22 50 

18 

36 

22 50 

10 80 

16 22 

4 86 

l 

0 

0 

25 00 

20 

42 

25 00 

12 00 

18 00 

9 72 

2 

0 

0 

50 00 

40 

84 

50 00 

24 00 

36 04 

19 44 

4 

0 

0 

100 00 

81 

68 

100 00 

48 00 

72 12 


58 



















SCALE OF DIFFERENT THERMOMETERS AND 

BAROMETERS. 

THERMOMETERS. BAROMETERS. 

Reau- I Centi- I Fahr- I Millimetres. Inches 


o o 

CO 


^ CO 
N Cl 


CO CO CO O* O* o: 
WONT 


71' 

CO J 


•T-^o 

) N 05 t— i 


X X 

o* o* 


o o 
— o* 








O O O O O 1-H 
CO CO CO CO CO CO 


woo 

Tf 4 C »C 
i>t> 1 - 


o wow 

cc CD i- I- 
I-t-1- t- 


sss 

i> l- £> 


c/5 

V 

u 

4-J 

<D O CD 


: i- 
! x 
: *> 


o* :c 

w CO 

1— 


C/5 

0» 


< O c: 
) CO o* 


o?o 

1-i X 
F- CD 




C/5 0/ 

•4~» 

•? o 

be,c 

'3 i 

.£ o 

4-> T3 
rt aj 

"SS ■ 

QJ Tj 

s ^ 

£ 

a; —: 

tj o; 


r- Ol Ci X X I- 
’T", CO t* r-1 *C 05 
y O O T-. r-. 


c/5 

a/ 

lO C !-• N C? X 

S si o t> o oi io j> 


O 0? 
0* 0? 


< O* CO ''t O C/2 

Ui-HOJCO^iCCDt 

•G 
a 


>XC1 


ooooooooo 


«'o 

M fl 

>1 .b 
°o 

* rt 
W ■: 
h b 
«! 5 
£ w 


o 

pq 

*—I 

o 

.c 

o 

o 


§ 

£ 

o 

15 


ctf 

OJ 


cd 

a; 


« w 


)h 

V 
> 

V 
pH 


•o 

o 

o 

s 


CS 

w 


u 

w 




be 


. a 

H 'SI 

•4~> 

db? • 

l- O 1_ 

<V . <U 

aa£ 

r; d 

3 3 P* 

Kh 


ce 

« 

N 

« 

K 

Vi 

w 

h 

< 


T. 

V 
N 
<LI 

<U 

a 

V 

a 


aj o 

c b* 
<u 


CC1'i5’l l l'WO)OiHN«MiX!’l'XBOOSt.3XM3ICOiaOC««3i'OinO’t~MO 
p0l00 1-»inrt'Tf"MC^C'ir-iOO0i0505'XaCi-t~^^5iniCi0rt'Tt'00C0C')5'}^r- l — b? 

WrtHHniHnrtrirlrtHHrt 


flj 

r o 
cd o 

M 

be 


WOWClWOWOWWQ 
o. 5 X t- N N O O to iO io 


^ ^ 35 

lOWONW^OO EO 
Tf Tf Tf CO CO CO CO o? o? 




NOCCON’tWOONO^W 



X o 

r-1 0? 



t 0 



Tt* CO o to 

-F ^ ^ co 


cS Sc S o* o? 55 oJ 


ClOW^OXWCOHOTfWX 


O? Tt< O 





59 


















Beet Time. 

The twenty-four hours are divided on board ship into seven parts, and 
the crew is divided into two parts or watches, designated Port and Starboard 
Watches. Each watch is on duty four hours, except 
from 4 to 8 p. m., which time is divided into two 
w T atches of two hours each, called Dog Watches, by 
means of which the watches are changed every day, 
and each watch gets a term of eight hours rest at 
night. First Watch , 8 p. m. to midnight ; Middle 
Watch, midnight to 4 a. m.; Morning Watch , 4 to 
8 a.m.; Forenoon Watch, 8 a. m. to noon ; Afternoon 
Watch, noon to 4 p. m.; First Dog Watch, 4 to 6 p. m.; Second Dog Watch , 
6 to 8 p. m. 



The Beet is Struck every Haef-hour to Indicate the Time, 

as foeeows : 


1 Bell . 

.12.30 A 

M. 

1 Bell. 


1 Bell . 


2 Bells. 

. 1.00 

tt 

2 Bells. 

. 9.00 “ 

2 Bells. 

. 5.00 “ 

3 

< t 

. 1.30 

tt 

3 “ . 

. 9.30 “ 

3 “ . 

. 5.30 “ 

4 

tt 

. 2.00 

tt 

4 “ . 

. 10.00 “ 

4 “ . 

. 6.00 “ 

5 

It 

.2.30 

t t 

5 “ . 

.10.30 “ 

1 Bell . 

. 6.30 “ 

6 

tt 

.3.00 

tt 

6 “ . 

. 11.00 “ 

2 Bells. 

. 7.00 “ 

7 

(t 

. 3.30 

t t 

7 “ . 

.11.30 “ 

3 “ . 

. 7.30 “ 

8 

tt 

.4.00 

t t 

8 “ . 


4 “ . 

. 8.00 “ 

1 Bell . 

.4.30 

tt 

1 Bell. 


1 Bell . 

. 8.30 “ 

2 Bells. 

. 5.00 

tt 

2 Bells. 

. 1.00 “ 

2 Bells. 

. 9.00 “ 

3 

tt 

.5.30 

tt 

3 “ . 

. 1.30 “ 

3 “ . 

. 9.30 “ 

4 

tt 

. 6.00 

tt 

4 “ . 

. 2.00 “ 

4 “ . 

. 10.00 “ 

5 

tt 

. 6.30 

tt 

5 “ . 

. 2.30 “ 

5 “ . 

.10.30 “ 

6 

tt 

. 7.00 

tt 

6 “ . 

. 3.00 “ 

6 “ . 

. 11.00 “ 

7 

tt 

. 7.30 

tt 

rr tt 


rt tt 

.11.30 “ 

8 

tt 

. 8.00 

tt 

8 “ . 

. 4.00 “ 

8 “ . 



Greatest Known Depth of the Ocean. 

The greatest known depth of the ocean is midway between the Islands 
of Tristan d’Acunah and the mouth of the Rio de la Plata. The bottom 
was here reached at a depth of 46,236 feet, or eight and three-fourth miles, 
exceeding by more than 17,000 feet the height of Mt. Everest, the loftiest 
mountain in the world. The average depth of all the oceans is from 12,000 
to 18,000 feet. 

Dimensions of the Oceans. 

Area Sq. Miles. Average Depth. 

Pacific. 68 million.12,780 feet 

Atlantic.35 “ 12,060 “ 

Indian.25 “ 10,980 “ 

Antartic. 8 1 / 2 “ . 6,000 “ 

Arctic. 5 “ 5,100 “ 


60 

















































































Tides. 

The surface of the ocean rises and falls twice in a lunar day of about 24 
hours and 52 minutes. The tides do not always rise to the same height, but 
every fortnight, after the new and full moon, they become much higher 
than they were in the alternate weeks. These high tides are called spring 
tides, and the low ones neap tides. The close relation which the times of 
high-w r ater bear to the times of the moon’s meridian passage shows that the 
moon’s influence in raising the tides is much greater than that of the sun. 
It is, in fact, two and a half times as great. 


Ineand Seas of the Wored with their Area and Depth. 


Name. 

Caspian Sea. 

Sea of Aral. 

Dead Sea. 

Eake Baikal. 

Eake Superior. 

Eake Michigan. 

Eake Huron. 

Eake Erie.. 

Eake Ontario. 

Eake Nicaragua. 

Eake Titicaca. 

Salt Take. 

Eake Tchad. 

Eake Eodoga. 


Size. 

176,000 square miles 
30,000 “ 

303 

12,000 

32,000 “ 

22,400 

21,000 

10,815 

6,300 

6,000 

3,012 

1,875 

14,000 

12,000 


Depth. 
250 feet 
100 “ 
200 “ 
750 “ 
1,000 “ 
1,000 “ 
1,000 “ 
204 “ 
336 “ 
300 “ 
800 “ 
1,400 “ 
350 “ 
1,200 “ 


Distances in Knots or Nauticae Miees. 

Eastbound, between July 25th and January 14th. 


Sandy Hook Eightship to 

Antwerp. 

Fastnet. 

Fire Island. 

Flushing. 

Eiverpool (via Queenstown). 

Eizard . 

Needles. 

Newfoundland, Banks of. 

New York, (Pier 14, North River).. 


Ostend.3,264 

Roche’s Point.2,815 

Scilly (Bishop Rock).2,882 

Southampton (Docks).3,098 


Philadelphia to Knots . 

Antwerp.3,506 

Eiverpool.3,225 

Eizard.3,101 

Roche’s Point.2,985 

Southampton.3,268 

Miscellaneous. 

Scilly to Eizard. 48 

Eizard to Needles. 146 

Needles to Southampton. 21 

Southampton to Havre. 112 

Southampton to Flushing. 206 

Flushing to Antwerp. 48 


Knots . 

3,336 

2,758 
30 
3,288 
3,055 
2,931 
3,077 
,1,000 
25 


Between July 25th and January 14th, the Ocean distances from above 
points to Sandy Hook Lightship are about 30 miles shorter. 

Between January 15th and July 25th, the Ocean distances between 
above points are increased by about 75 miles. 


61 





























































MILEAGE TABLES. 


The following table of kilometres and miles will be found of some 
service while traveling abroad. 


Kilos. 

Miles. 

Miles. 

Kilos. 

Kilos. 

Miles. 

Miles. 

Kilos. 

1 

0.621 

1 

1.609 

18 

11.179 

18 

28.08 

2 

1.242 

2 

3.219 

19 

11.800 

19 

30.59 

3 

1.863 

3 

4.828 

20 

12.421 

20 

32.20 

4 

2.484 

4 

6.437 

30 

18.63 

30 

48.28 

5 

3.105 

5 

8.047 

40 

24.84 

40 

64.37 

6 

3.726 

6 

9.660 

50 

31.05 

50 

80.47 

r* 

( 

4.347 

ry 

( 

11.27 

60 

37.26 

60 

96.56 

8 

4.968 

8 

12.87 

70 

43.47 

70 

112.65 

9 

5.89 

9 

14.48 

80 

49.68 

80 

128.75 

10 

6.21 

10 

16.09 

90 

55.89 

90 

144.84 

11 

6.831 

11 

17.70 

100 

62.06 

100 

169.93 

12 

7.453 

12 

19.31 

200 

124.2 

200 

321.86 

13 

8.074 

13 

20.02 

300 

186.3 

300 

482.79 

14 

8.695 

14 

22.53 

400 

248.4 

400 

643.72 

15 

9.316 

15 

24.15 

500 

310.5 

500 

804.60 

16 

9.937 

16 

25.76 





17 

10.558 

17 

27.37 






ENGLISH NAUTICAL MEASURES. 

The circumference of the earth is divided into 360 degrees, each degree containing 60 
knots or nautical miles ; consequently the circumference of the earth, viz.: 131,385,456 feet— 
divided by 21,600 (360x 60)—gives the length of a knot, viz.: 6,082.66 feet, which is generally 
considered the standard. 

1 sea mile or British Admiralty Knot = 6,080 feet, or 1.1515 land or statute mile, or 1.852 
kilometre. 1 Fathom = 6 feet. 1 Cable Fength = l-10th of a sea mile. 


TABLE FOR CONVERTING KNOTS INTO MILES. 


Knots. 

Miles. 

Knots. 

Miles. 

Knots. 

Miles. 

Knots. 

Miles. 

1.00 

1.151 

7.00 

8.060 

13.00 

14.969 

19.00 

21.878 

1.25 

1.439 

7.25 

8.348 

13.25 

15.257 

19.25 

22.166 

1.50 

1.729 

7.50 

8.636 

13.50 

15.545 

19.50 

22.454 

1.75 

2.015 

7.75 

8.924 

13.75 

15.833 

19.75 

22.742 

2.00 

2.303 

8.00 

9.212 

14.00 

16.121 

20.00 

23.030 

2.25 

2.590 

8.25 

9.500 

14.25 

16.409 

20.25 

23.318 

2.50 

2.878 

8.50 

9.787 

14.50 

16.696 

20.50 

23.606 

2.75 

3.166 

8.75 

10.075 

14.75 

16.984 

20.75 

23.893 

3.00 

3.454 

9.00 

10.363 

15.00 

17.072 

21.00 

24.181 

3.25 

3.742 

9.25 

10.651 

15.25 

17.560 

21.25 

24.468 

3.50 

4.030 

9.50 

10.939 

15.50 

17.848 

21.50 

24.757 

3.75 

4.318 

9.75 

11.227 

15.75 

18.136 

21.75 

25.045 

4.00 

4.606 

10.00 

11.515 

16.00 

18.424 

22.00 

25.333 

4.25 

4.893 

10.25 

11.803 

16.25 

18.712 

22.25 

25.621 

4.50 

5.181 

10.50 

12.090 

16.50 

18.999 

22.50 

25.909 

4.75 

5.469 

10.75 

12.378 

16.75 

19.287 

22.75 

26.196 

5.00 

5.757 

11.00 

12.666 

17.00 

19.575 

23.00 

26.484 

5.25 

6.045 

11.25 

12.954 

17.25 

19.863 

23.50 

27.000 

5.50 

6.333 

11.50 

13.242 

17.50 

20.151 

24.00 

27.636 

5.75 

6.621 

11.75 

13.530 

17.75 

20.439 

24.50 

28.212 

6.00 

6.909 

12.00 

13.818 

18.00 

20.727 

25.00 

28.787 

6.25 

7.196 

12.25 

14.106 

18.25 

21.015 



6.50 

7.484 

12.50 

14.393 

18.50 

21.303 



6.75 

7.772 

12.75 

14.681 

18.75 

21.590 




62 






































TABLE OF PROPORTIONAL SPEED OF SHIPS. 


1 KNOT BEING TAKEN AT 6,080 FEET. 


Knots per 
hour. 

Feet per 
minute. 

Feet per 5 
seconds. 

Feet per 3 
seconds. 

Feet per 
second. 

1 

101.333 

8.444 

5.066 

1 688 

1/4 

152. 

12.666 

7.6 

2 533 

2 

202.666 

16.888 

10.133 

3 377 

2)4 

253.333 

21.111 

12.666 

4.222 

3 

304. 

25.333 

15.2 


3/4 

354.666 

29.555 

17.733 

5.911 

4 

405.333 

33.777 

20.266 

6.755 

4)4 

456. 

38. 

22.8 

7.6 

5 

506.666 

42.222 

25.333 

8.444 

5/4 

557.333 

46.444 

27.866 

9.288 

6 

608. 

50.666 

30.4 

10.1:33 

5% 

658.666 

54.888 

32.933 

10.977 

7 

709.333 

59.111 

35.466 

11.822 

7)4 

760. 

63.333 

38. 

12.666 

8 

810.666 

67.555 

40.533 

13.511 

8)4 

861.333 

71.777 

43.666 

14.355 

9 

912. 

76. 

45.6 

15.2 

9)4 

962.666 

80.222 

48.133 

16.044 

10 

1013.333 

84.444 

50.666 

16.888 

10)4 

1064. 

88.666 

53.2 

17.733 

11 

1114.666 

92.888 

55.7SS 

18.577 

11/4 

1165.333 

97.111 

58.266 

19.422 

12 

1216. 

101.333 

60.8 

20.266 

12)4 

1266.666 

105.555 

63.333 

21.111 

13 

1317.333 

109.777 

65.866 

21.955 

1354 

1368. 

114. 

68.4 

22.8 

14 

1418.666 

118.222 

70.933 

23.644 

1454 

1469.333 

122.444 

73.466 

24.488 

15 

1520. 

126.666 

76. 

25.333 

15)4 

1570.666 

130.888 

78.533 

26.177 

16 

1621.333 

135.111 

81.066 

27.022 

1654 

1672. 

139.333 

83.6 

27.866 

17 

1722.666 

143.555 

86.1:33 

28.711 

17)4 

1773.333 

147.777 

88.666 

29.555 

18 

1824. 

152. 

91.2 

30.4 

18)4 

1874.666 

156.222 

93.733 

31.244 

19 

1925.333 

160.444 

96.266 

32.088 

19 % 

1976. 

164.666 

98.8 

32.933 

20 

2026.666 

168.888 

101.333 

33.777 

20)4 

2077.333 

173.111 

103.866 

34.622 

21 

2128. 

177.333 

106.4 

35.466 

2iy 2 

2178.666 

181.555 

108.933 

36.311 


DISTANCE OBJECTS ARE VISIBLE AT SEA LEVEL- 

The following table shows the distance at sea level at which objects are 
visible at certain elevations. 


Elevation—Feet. 

Miles 

Elevation—Feet. 

Miles 

Elevation—Feet. 

Miles 

5 . 

2.96 

4.18 

5.92 

100. 

13.23 

500. 

29.58 
33 41 

10 . 

200. 

18.72 

22.91 

1,000. 

20. 

300. 

1 mile. 

96.10 

50. 




63 








































LATITUDE AND LONGITUDE. 


A table showing the number of miles in a degree of Longitude at each 

degree of Latitude. 


Latitude. 

Miles. 

Latitude. 

Miles. 

Latitude. 

Miles. 

1 ° 

60.0 

31° 

51.4 

61° 

29.1 

2 

60.0 

32 

50.9 

62 

28.2 

3 

59.9 

33 

50.3 

63 

27.2 

4 

59.9 

34 

49.7 

64 

26.3 

5 

59.8 

35 

49.1 

65 

25.4 

6 

59.7 

36 

48.5 

66 

24.4 

r* 

( 

59.6 

37 

47.9 

67 

23.4 

8 

59.4 

38 

47.3 

68 

22.5 

9 

59.3 

39 

46.6 

69 

21.5 

10 

59.1 

40 

46.0 

70 

20.5 

11 

58.9 

41 

45.3 

71 

19.5 

12 

58.7 

42 

44.6 

72 

18.5 

13 

58.5 

43 

43.9 

73 

17.5 

14 

58.2 

44 

43.2 

74 

16.5 

15 

58.0 

45 

42.4 

75 

15.5 

16 

57.7 

46 

41.7 

76 

14.5 

17 

57.4 

47 

40.9 

77 

13.5 

18 

57.1 

48 

40.1 

78 

12.5 

19 

56.7 

49 

39.4 

79 

11.4 

20 

56.4 

50 

38.6 

80 

10.4 

21 

56.0 

51 

37.8 

81 

9.4 

22 

55.6 

52 

36.9 

82 

8.4 

23 

55.2 

53 

36.1 

83 

7.3 

24 

54.8 

54 

35.3 

84 

6.3 

25 

54.4 

55 

34.4 

85 

5.2 

26 

53.9 

56 

33.6 

86 

4.2 

27 

53.5 

57 

32.7 

87 

3.1 

28 

53.0 

58 

31.8 

88 

2.1 

29 

52.5 

59 

30.9 

89 

1.0 

30 

52.0 

60 

30.0 

90 

0.0 


Surface and Population of European Countries and U. S. A. 


Austria and Hungary. 

Belgium. 

Bulgaria. 

Denmark... 

France. 

Germany. 

Great Britain and Ireland. 

Greece. 

Holland. 

Italy. 

Montenegro. 

Norway. 

Portugal. 

Roumania..•. 

Russia (in Europe ). 

Servia... 

Spain. 

Sweden. 

Switzerland. 

Turkey ( poss. in Ew ope). 
United States (inc. Alaska) 


Square 

miles. 


Males. 


Females. 


Total. 


20,382,852 

3,060,876 


1,059,157 


24,230,832 

18,381,889 

1,133,625 

2,284,628 


951,269 


50,853,598 


21,001,786 

3,075,568 


1,113,223 


25,197,638 

19,497,306 

1,053,583 

2,337,116 


1,037,395 


50,582,740 

1,052,076 


240,922 

11,373 

24,360 

14,782 

204,092 

208,590 

121,535 

19,941 

20,527 

114,361 

3,656 

122,803 

35.988 
47,970 

2,261,017 

20,850 

196,981 

170,900 

15.988 
62,028 

3,602,990 


1,109,885 

8,612,524 

2,317,187 

1,417,574 


32,167,880 


8,953,108 

2,467,794 

1,500,180 


41,384,638 
6,136,444 
2,193,434 
2,172,380 
38,343,192 
49,428,470 
37,879,285 
2,187,208 
4,621,744 
30,347,291 
ab. 200,000 
1,988,664 
4,708,178 
5,038,342 
101,436,338 
2,161,961 


30,634,370 


17,565,632 
4,784,981 
2,917,754 
ab. 5,600,000 
62,802,250 


Inhab. 

per 

sq.mile 


172 
540 
90 
147 
188 
237 
312 
110 
222 
265 
ab. 55 
16 
131 
105 
45 
104 
89 
28 
182 
ab. 90 
17 


Census of 


Dec. 31, 1890 
Dec. 31, 1891 
1888 

Feb. 1, 1890 
April 12,1891 
Dec. 1, 1890 
April 5, 1891 
1889 

Dec. 81, 1891 
Dec. 31, 1891 
At present 
Dec. 81, 1890 
1881 

1889 
1886 

1890 

Dec. 81, 1887 
Dec. 31, 1890 
Dec. 1, 1888 
At present 
1890 




























































POPULATION OF THE PRINCIPAL CITIES OF EUROPE AND U. S., 


With More than 200,000 Inhabitants. 



INHAB. 

CENSUS. 


INHAB. 

CENSUS. 

Amsterdam. 

Antwerp. 

Baltimore, Md. 

Barcelona. 

Belfast. 

Berlin. 

Birmingham. 

Bordeaux . 

Boston, Mass. 

Bradford. 

Breslau. 

Bristol. 

Brooklyn, N.Y. 

Brussels (faubourgs 

incl.). 

Buffalo, N.Y. 

Chicago, Ill. 

Cincinnati, Ohio. 

Cleveland, Ohio. 

Cologne. 

Constantinople. 

Copenhagen . 

Detroit, Mich. 

Dublin. 

Edinburgh. 

Genoa. 

Glasgow. 

Hamburg. 

Deeds. 

Deipsic. 

Dille. 

426,914 

261,969 

434,439 

272,481 

255,950 

1,579,244 

429,171 

252,415 

448,477 

216,461 

335,186 

221,665 

957,163 

458,208 

255,664 

1,099,850 

296,908 

261,353 

281,681 

873,565 

312,859 

205,876 

245,001 

263,646 

210,000 

658,198 

569,260 

367,506 

357,147 

201,211 

Dec. 31, ’91 

U 

June 1, ’90 
Dec. 31, ’87 
April 5, ’91 
Dec. 1, ’90 
April 5, ’91 

1891 

June 1, ’90 
April 5, ’91 
Dec. 1, ’90 
April 5, ’91 

1892 

Dec. 31, ’91 
June 1, ’90 

U 

<( 

u 

Dec. 1, ’90 
approx, 
at pres. 
Feb. 1, ’90 
June 1, ’90 

April 5, ’91 

11 

Dec. 31, '91 
April 5, ’91 
Dec. 1, ’90 
April 5, ’91 
Dec. 1, ’90 
1891 

hisbon. 

Diverpool. 

Dondon . 

Dyons. 

Madrid.*.... 

Magdeburg. 

Manchester. 

Marseilles. 

Milan. 

Milwaukee, Wis. 

Moscow. 

Munich. 

Naples. 

New Orleans, Da. 

New York, N. Y. 

Nottingham. 

Odessa. 

Palermo. 

Paris. 

Philadelphia, Pa. 

Pittsburg, Pa. 

Rome. 

Rotterdam. 

San Francisco, Cal_ 

St. Douis, Mo. 

St. Petersburg. 

Sheffield. 

Stockholm. 

Turin. 

Varsovie. 

Vienna. 

Washington, D. C. 

242,297 

517,951 

4,211,056 

416,029 

470,283 

202,324 

505,343 

403,749 

425,000 

204,486 

753,469 

350,594 

536,000 

242,039 

1,801,739 

211,984 

240,000 

272,000 

2,447,957 

1,142,653 

238,617 

436,000 

216,679 

298,997 

451,770 

861,303 

324,243 

250,528 

329,000 

443,426 

1,364,548 

230,392 

1878 

April 5, ’91 

( t 

1891 

Dec. 31, ’87 
Dec. 1, ’90 
April 5, ’91 

1891 

Dec. 31, ’91 
June 1, ’90 1 
1885 

Dec. 1, ’90* 
Dec. 31, ’91 
June 1, ’90 

1892 

April 5, ’91 
1885 

Dec. 31, ’91 

1891 

1892 

June 1, ’90 

Dec. 31, ’91 

11 

June 1, ’90 

U 

1885 

April 5, ’91 

Dec. 31, ’91 
(( 

1885 

Dec. 31, ’90 
June 1, ’90 


CHIEF POWERS OF EUROPE. 


States. 


Austria... 
Belgium.. 
Denmark. 
France ... 
Germany. 


Greece. 

Italy. 

Netherlands. 


Portugal... 
Roumania. 

Russia. 

Spain. 


Sweden and Norway. 

Switzerland. 

Turkey. 


Sovereigns. 

Birth. 

Accession. 

Emperor Franz Joseph I.... 

Aug. 18, 1830 

Dec. 2, 1848 

King Deopold. 

April 9, 1835 

Dec. 10, 1865 

King Christian IX. 

April 8, 1818 

Nov. 15, 1863 

A Republic. 

Emperor William II. 

Jan. 27, 1859 

June 15, 1888 

Queen Victoria. 

May 24, 1819 

June 20, 1837 

King George I. 

Dec. 24, 1845 

June 6, 1863 

King Humbert I. 

Mar. 14, 1844 

Jan. 9, 1878 

Queen Wilhelmina. 

Aug. 31, 1880 

Queen Emma 

King Dom Carlos I. 

Sept. 28, 1862 

Q. Regent. 

Oct. 19, 1889 

Charles I. 

April 20, 1839 

Mar. 26, 1881 

Emperor Nicholas II. 

May 18, 1868 

Nov. 1, 1894 

Alphonso XIII. 

May 17, 1886 

Dona Maria 

King Oscar II. 

Jan. 21, 1829 

Q. Regent 
Sept. 18, 1872 

A Republic... 

Sultan Abdul Hamid II. 

Sept. 22, 1842 

Aug. 31, 1876 


65 


























































































































POPULATION OF THE EARTH BY CONTINENTS. 


(From Proceedings of the Royal Geographical Society for January, 1891.) 


Continental 

Area in 
Sqare 
Miles. 

Inhabitants. 

Continental 

Area in 
Square 
Miles. 

Inhabitants. 

Divisions. 

Number. 

Per vSq. 
Mile. 

Divisions. 

Number. 

Per Sq. 
Mile. 

A f ri ra 

11,514,000 

6,446,000 

6,837,000 

127,000,000 

89,250,000 

36,420,000 

11.0 

Europe. 

3,555,000 

4,888,800 

380,200,000 

300,000 

106.9 

America, N... 
America, S.... 

13.8 

5.3 

Polar Regions 

0.7 

Asia. 

Australasia.... 

14,710,000 

3,288,000 

850,000,000 

4,730,000 

57.7 

1.4 

Total. 

51,238,800 

1,487,900,000 

29.0 


EUROPEAN LANGUAGES SPOKEN. 


Languages 

Number of Persons 
Spoken by 

Percentage 
of the 
Whole. 

Languages 

Number of Persons 
Spoken by 

Percentage 
of the 
Whole. 

1801. 

1890. 

1801. 

1890. 

1801. 

1890. 

1801. 

1890. 

English ... 

20,520,000 

111 , 100,000 

12.7 

27.7 

Portuguese 

7,480,000 

13,000,000 

4.7 

3.2 

French .... 

31,450,000 

51,200,000 

19.4 

12.7 

Russian ... 

30,770,000 

75,000,000 

19.0 

18.7 

German... 

30,320,000 

75,200,000 

18.7 

18.7 






Italian. 

15,070,000 

33,400,000 

9.3 

8.3 

Total. 

161,800,000 

401,700,000 

100.0 

100.0 

Spanish ... 

26,190,000 

42,800,000 

16.2 

10.7 







These estimates by Mulhall (1891) exhibit the superior growth of the English 
language in the last ninety years. Another authority estimates the number using the 
English language in 1893 at over 117,000,000. English is rapidly becoming the polite 
tongue of Europe. 


Distances and Approximate Maid Time to Foreign Cities from 

the City of New York. 


By Postal Route to 


Adelaide, via San Francisco.. 

Alexandria, via Eondon. 

Amsterdam, “ “ . 

Antwerp, “ “ . 

Athens, “ “ . 

Bahia, Brazil. 

Bangkok, Siam, via San Francisco. 
Batavia, Java, via Eondon.... 

Berlin, via Eondon. 

Bombay, “ . 

Bremen, “ . 

Buenos Ayres. 

Calcutta, via London. 

Cape Town, via London. 

Constantinople, via London.. 

Florence, via London. 

Glasgow. 

Grevtown, via New Orleans.. 

Halifax, N. S. 

Hamburg, via London. 


Miles. 

Days. 

By Postal Route to 

Miles. 

Days 

12,845 

34 

Havana. 

1,413 

3 

6,150 

14 

Hong Kong, via San Francisco 

10,590 

30 

3,985 

9 

Honolulu, via San Francisco.. 

5,645 

13 

4,000 

9 

Liverpool. 

3,540 

8 

5,655 

14 

London. 

3,740 

8 

5,870 

21 

Madrid, via London. 

4,925 

10 

12,990 

43 

Melbourne, via San Francisco 

12,265 

32 

12,800 

35 

Mexico City (Railroad). 

3,750 

5 

4,385 

9 

Panama. 

2,355 

r? 

( 

9,765 

26 

Paris. 

4,020 

8 

4,235 

9 

Rio de Janeiro. 

6,204 

24 

8,045 

29 

Rome, via London. 

5,030 

10 

11,120 

29 

Rotterdam, via London. 

3,935 

9 

11,245 

27 

St. Petersburg, via London... 

5,370 

11 

5,810 

13 

Shanghai, via San Francisco.. 

9,920 

31 

4,800 

10 

Stockholm, via London. 

4,975 

10 

3,375 

9 

Sydney, via San Francisco.... 

11,5~0 

31 

2,810 

8 

Valparaiso, via Panama. 

5,910 

32 

645 

o 

/V 

Vienna, via London. 

4,740 

9 

4,340 

9 

Yokahama, via San Francisco 

7,348 

22 


C6 











































































































F.—Funnel. 


H.—House-flag. 


American. —F. Black: white band; black 
top. H. White, with blue eagle. 

Red Star. —F. Black; white band; black 
top. H. White swallow tail, with 
five-point red star. 

Allan. F. Red; narrow black band in centre, white band under black top. H. Blue, 
white, red, perpendicular stripes; red pennant above the flag. 

Anchor. —F. Black. H. White swallow tail, with red anchor. 

Reaver. —F. Black; two white bands with black band between; blacktop. H. White, 
blue border, black beaver in centre. 

Cunard. —F. Red ; two narrow black bands, dividing red into three equal parts; black 
top. H. Red, yellow lion in centre holding globe. 

Dominion. —F. Red ; white band ; red band ; black top. H. Red, with white diamond, 
containing blue ball. 

Fabre. —F. Black. H. White with blue cross. 

Florio. —F. Black, white, black in equal parts. H. White and red, quartered, with 
yellow lion and red cross. 

French. —F. Red; blacktop. H. White, with red ball, and Cie. Gle. Transatlantique 
in red. 

Hamburg-American. —F. Buff, express service ; black, regular service. H. Blue and 
white, diagonally quartered, yellow shield in centre, with black anchor and 
letters H. A. P. A. G. 

Hill. —F. Cream. H. White, with N. H. in red, and two propellers in blue. 

National. —F. White; black top. H. Red, diagonal white cross, with blue border, 
Union Jack in centre. 

Netherlands. —F. Black; two green bands, with white band between; black top. 
H. Green, white, green, N. A. S. M. on white stripe. 

North German Floyd. —F. Cream. H. White, blue key and anchor crossed, and 
oak-leaf wreath. 

Thingvalla. —F. Cream; white band, with blue star on each side; black top. 
H. White, with seven-point blue star. 

Union.— F. Black and pea green, in equal parts ; black top. H. Blue, white castle with 
towers in centre, and five-point white star in each corner. 

Warren F. Black. H. Red, with white diamond in centre. 

White Star.— F. Salmon; blacktop. H. Red swallow tail, with five-point white star 
in centre. 

Wilson.— F. Red ; black top. H. White pennant with red ball, pennant point slit. 

er 





USEFUL SENTENCES. 

English. 

Cab, Coach. 

Take me to-Street, 

No.- 

Stop. 

What is your fare? 

Engaging furnished 
apartments. 

The sheets are damp. 

Give me. 

Blanket. 

Bottle. 

Candle. 

Chair. 

Coal. 

Glass. 

Plate. 

Key. 

Kandlord. 

Soap. 

Stairs. 

Story. 

Towel. 

Basin. 

Pitcher. 

Matches. 

Window. 

Door. 

Bed-room. 

Dining-room. 

Cellar. 

Sitting-room. 

Washerwoman. 

Meals. 

Breakfast. 

Dinner. 

Supper. 

Cup of coffee. 

Glass of water. 

Waiter. 

Napkin 

Apple. 

Pear. 


PHRASES UTILES. 

French. 

Fiacre, voiture. 
Conduisez moi it la Rue 

-numero- 

Arr^tez. 

Qu’ai-je a vous payer? 

Eouer un appartement 
meubl£. 

Fes draps sont humides. 

Donnez-moi 
Couverture de laine. 
Carafe, bouteille. 
Chandelle. 

Chaise. 

Charbon. 

Verre. 

Assiette. 

Clef. 

Propri^taire. 

Savon. 

Escalier. 

Etage. 

Essuie main. 

Cuvette. 

Cruche. 

Allumettes. 

Fengtre. 

Porte. 

Chambre & coucher. 
Salle a manger. 

Cave. 

Salon. 

Blanchisseuse. 

Nourriture. 

Dejeuner. 

Diner. 

Souper. 

Tasse de cafe. 

Verre d’eau. 

Garmon. 

Serviette. 

Pomme. 

Poire. 


NOTHWENDIGE 

CONVERSATION. 

German. 

Droschke, Wagen. 
Fahren sie mich nach 

Numero-Strasse. 

Halt. 

Was habe ich zu bezah- 
len ? 

Meublirte Wohnung zu 
miethen. 

Die Bett-tiicher sind 
feucht. 

Geben Sie mir. 

Wollene Decke. 

Flasche. 

Wachslicht. 

Stuhl. 

Steinkohle. 

Glas. 

Teller. 

Schliissel. 

Wirth. 

Seife. 

Treppe. 

Stockwerk, Etage. 

Handtuch. 

Wasch-Schussel. 

Krug. 

Streich-holzer. 

Fenster. 

Thiire. 

Schlaf-Zimmer. 

Speise Saal. 

Keller. 

Wohnzimmer. 

Wascherin. 

Bekostigung. 

Friihstuck. 

Mittagessen. 

Abendbrod. 

Tasse Caffe. 

Glas Wasser. 

Kellner. 

Serviette. 

Apfel. 

Birne. 


FRASE UTILI. 

Italian. 

Carrozza. 

Conducetemi alia strada 

-numero- 

Fermatevi. 

Quanto ? 

Appartamenti ammobi- 
gliati a affittare. 

I lenzuoli sono"umidi. 

Datemi. 

Coperta di laua. 
Bottiglia. 

Candela. 

Sedia. 

Carbone. 

Bicchiere. 

Tondo, piatto. 

Chiave. 

Padrone. 

Sapone. 

Scala. 

Piano. 

Sciugamano. 

Bacino. 

Brocca. 

Zolfanelli, fiammiferi. 
Finestra. 

Porta. 

Stanza da letto. 

Sala da pranzo. 

Cantina. 

Salone. 

Eavandaja. 

Cibo. 

Colazione. 

Pranzo. 

Cena. 

Tazza di caffe. 

Bicchiere d’acqua. 
Cameriere. 

Tovaglinolo. 

Porno. 

Pera. 


68 








FRASE UTILI. 


USEFUL SENTENCES. 
English. 

Peach. 

Grapes. 

Beer. 

Vinegar. 

Salt. 

Bread. 

Butter. 

Cheese. 

Chicken. 

Chop. 

Egg. 

Fish. 

Fork. 

Knife. 

Spoon. 

Meat. 

Beef. 

Veal. 

Fiver. 

Mutton. 

Sausage. 

Sugar. 

Ice. 

Reading-room. 

Newspaper. 

Railway guide. 

A pen. 

Fetter-paper. 

Sheet of paper. 
Envelope. 

Newspaper wrapper. 
Fetter to be left till 
called for. 

Post. 

Sealing-wax. 

Blotting paper. 

Hotel bill. 

I am thirsty. 

I am hungry. 

In a city. 

Please tell me the way 
to- 

Turn to the right. 

Turn to the left. 

How long shall we stop 
here? 

At what time does the 

train start for-? 

Bank. 

Hotel. 

Policeman. 

Police station. 

Custom house. 

Cabman. 

Cabstand. 

Museum. 

Art gallery. 
Money-changer. 

Palace. 

Consulate. 

Restaurant. 


PHRASES UTILES. 
French. 

Peche. 

Raisins. 

Biere. 

Vinaigre. 

Sel. 

Pain. 

Beurre. 

Fromage. 

Poulet. 

Cotelette. 

CEuf. 

Poisson. 

Fourchette. 

Couteau. 

Cuillere. 

Viande. 

Boeuf. 

Veau. 

Foie. 

Mouton. 

Saucisse. 

Sucre. 

Glace. 

Salon de lecture. 
Journal. 

Guide de chemin-de- 
fer. 

Una plume. 

Papier 4 lettre. 

Feuille de papier. 
Enveloppe. 

Enveloppe de journal. 
Poste restante. 

Poste. 

Cire it cacheter. 

Papier brouillard. 

Fe compte, l’addition. 
J’ai soif. 

J’ai faim. 

Dans une ville. 

Veuillez m’indiquer le 

chemin 4- 

Tournez a droite. 
Tournez it gauche. 
Combien de temps 
arretrons nous ici? 

A quelle heure partira 

le train pour-? 

Banque. 

Hotel. 

Agent de police. 

Bureau de police. 
Douane. 

Cocher. 

Station de voitures. 
Mus6e. 

Galerie des beaux arts. 
Banquier. 

Palais. 

Consulat. 

Restaurant. 


NOTHWENDIGE 

CONVERSATION. 

German. 

Pfirsich. 

Trauben. 

Bier. 

Essig. 

Salz. 

Brod. 

Butter. 

Kase. 

Huhn. 

Cotelette. 

Ei. 

Fisch. 

Gabel. 

Messer. 

Foffel. 

Fleisch. 

Rindfleisch. 

Kalbfleisch. 

Feber. 

Hammelfleish. 

Wurst. 

Zucker. 

Eis. 

Fesezimmer. 

Zeitung. 

Eisenbahn Anzeiger. 

Eine Feder. 
Schreib-papier. 

Bogen Papier. 

Couvert. 

Kreuzband. 

Postlagernd. 

Post. 

Siegellack. 

Foschpapier. 

Die Rechnung. 

Ich bin durstig. 

Ich bin hungrig. 

In einer Stadt. 

Bitte mir den Weg nach 

-zu zeigen. 

Wenden Sie sich rechts. 
Wenden Sie sich links. 
Wie lange Aufenthalt 
hier. 

Um wie viel Uhr fahrt 

der Zug ab nach-? 

Bank. 

Gasthaus; Hotel. 
Polizist. 

Polizeiamt. 

Zollamt. 

Droschkenkutscher. 

Droschkenstation. 

Museum. 

Kunstausstellung. 

Geldwechsler. 

Schloss. 

Consulat. 

Restauration. 


Italian. 

Pesca. 

U va. 

Birra. 

Aceto. 

Sale. 

Pane. 

Burro, Buttiro. 
Formaggio. 

Pollastro, Polio. 
Costolina. 

Uovo. 

Pesce. 

Forchetta. 

Coltello. 

Cucchiaio. 

Carne. 

Manzo. 

Vitello. 

Fegato. 

Montone. 

Salsiccia. 

Zucchero. 

Ghiaccio. • 

Gabinetto di lettura. 
Giornale. 

Guida delle strade 
ferrate. 

Una Penna. 

Carta da lettere. 

Foglio di carta. 
Sopracarta, coperta. 
Invoglio di Giornale. 
Posta Restante. 

Posta. 

Cera lacca. 

Carta sugante. 

II conto. 

Ho sete. 

Ho fame. 

In una citta. 

Mostratemi ve ne prego 

la via per- 

Tornate a destra. 
Tornate a sinistra. 
Quanto tempo ci ferine- 
remo qui? 

A che ora parte il treno 

per-? 

Banca. 

Albergo. 

Uffiziale della polizia. 
Ufficio di polizia. 
Dogana. 

Cocchiere. 

Stazione di carrozze. 
Museo. 

Galleria delle arti. 
Cambia-Valute. 

Palazzo. 

Consolato. 

Trattoria. 


69 










USEFUL SENTENCES. 

English. 

Glover. 

Barber. 

Jeweler. 

Tailor. 

Bootmaker. 

Physician. 

Wine dealer. 

Stationer. 

Tobacconist. 

Dressmaker. 

Milliner. 

Toilet. 

Boots. 

Stockings. 

Drawers. 

Undershirt. 

Nightshirt. 

Davshirt—Chemise. 
Collar. 

Cuffs. 

Scarf. 

Petticoat. 

Pantaloons. 

Vest. 

Coat. 

Dress. 

Pins. 

Needles. 

Buttons. 

Ribbon. 

Brooch. 

Earrings. 

Watch. 

Chain. 

Watch-key. 

Bootjack. 

Sponge. 

Razor. 

Scissor. 

Tooth-brush. 

Hair-brush. 

Comb. 

Button-hook. 

Handkerchief. 

Scent. 

Nail-brush. 

Clothes-brush. 

Did you understand? 
Is dinner ready? 


Make haste. 
Not so quick. 
Follow me. 
Wake me at - 
Yesterday. 


PHRASES UTILES. 

French. 

Gantier. 

Coiffeur. 

Bijoutier. 

Tailleur. 

Cordonnier. 

Medecin. 

Marchand de vin. 
Papetier. 

Marchand de tabac. 
Couturiere. 

Modiste. 

Toilette. 

Bottes, souliers. 

Bas. 

Cale^ons. 

Camisole. 

Chemise de nuit. 
Chemise. 

Col. 

Manchettes. 

Cravate. 

Jupe. 

Pantalons. 

Gilet. 

Redingote. 

Robe. 

Epingles. 

Aiguilles. 

Boutons. 

Ruban. 

Broche. 

Boucles d’oreilles. 
Montre. 

Chaine. 

Cl£f de montre. 
Tirebotte. 

Eponge. 

Rasoir. 

Ciseaux. 

Brosse a dents. 
Brosse a cheveaux. 
Peigne. 

Crochet. 

Mouchoir de poche. 
Parfum. 

Brosse a ongle. 
Brosse a habit. 
Avez-vous compris ? 
Ee diner est-il pr€t? 


Hatez vous. 

Pas si vite. 
Suivez moi. 
Reveillez moi a 
Hier. 


NOTHWENDIGE 

COVNERSATION. 

German. 

Handschuhmacher. 

Barbier. 

Juwelier. 

Schneider. 

Schuhmacher. 

Arzt. 

Weinhandler. 

Papierhandler. 

Tabakhandlung. 

Schneiderin. 

Putzmacherin. 

Toilette. 

Stiefel. 

Striimpfe. 

Unterhosen. 

Unterjacke. 

Nachthemd. 

Hemd. 

Krageu. 

Manchetten. 

Halstuch. 

Unterrock. 

Hose. 

Weste. 

Rock. 

Kleid. 

Stecknadeln. 

Nadeln. 

Knopfe. 

Baud. 

Vorstecksnadel. 

Ohr-ringe. 

Uhr. 

Kette. 

Uhrschliissel. 

Stiefelzieher. 

Schwamm. 

Rasiermesser. 

Scheere. 

Zahnbiirste. 

Haarbiirste. 

Kamm. 

Stiefelknopfer. 

Sacktuch. 

Parfum. 

Nagelbiirste. 

Kleiderbiirste. 

Haben Sie verstanden ? 
1st das Mittagessen 
bereit? 

1st es Zeit zu gehen ? 
Wann gehen wir? 

Sind Briefe fur mich da? 

Kommen Sie her. 
Schicken Sie ihn hier- 
her. 

Beeilen Sie sich. 

Nicht so schnell. 

Folgen Sie mir. 

Wecken Sie mich um — 
Gestern. 


ERASE UTILI. 

Italian. 

Guantajo. 

Barbiere. 

Orefice. 

Sarto. 

Calzolaio. 

Medico. 

Mercante di vino. 
Cartaio. 

Tabaccaio. 

Sarta. 

Modista. 

Toeletta. 

Stivali. 

Calze. 

Mutande. 

Camiciuola. 

Camicia da notte 
Camicia. 

Colletto. 

Manichini. 

Cravatta. 

Sottana. 

Pantaloni. 

Gile. 

Abito. 

Roba. 

Spille. 

Aghi. 

Bottoni. 

Nastro. 

Spillone. 

Orecchini. 

Orologio. 

Catena. 

Chiave d'orologio. 

Tira stivali. 

Spugna. 

Rasoio. 

Forbici. 

Spazzolino da denti. 
Spazzola da capelli. 
Pettine. 

Tira-bottoni. 

Fazzoletto. 

Profumo. 

Spazzolino da unghie. 
Scopetta d’abiti. 

Avete capito? 

E pronto il pranzo? 

E ora di partire ? 
Quando partiremo ? 

Ci sono lettere per me? 

Venite qui. 

Ditegli che venga. 

Spicciatevi. 

Non tanto presto. 
Seguitemi. 

Svegliatemi alle- 

Ieri. 


Is it time to leave ? 
When shall we start? 
Are there any letters 
me? 

Come here. 

Bid him come. 


Est-il temps de partir? 
Quand partirons-nous? 
Y-a-t-il des lettres pour 
moi? 

Venez ici. 

Dites lui de venir. 


10 





USEFUL SENTENCES. 

English. 

To-morrow. 

To-day. 

Is this the train for-? 

Which is the boat for —? 

Which is the best hotel 
at- 

We wish to get out. 

I wish to see the pro¬ 
prietor. 

Where is the water- 
closet? 

Give me something to 
eat. 

When do we dine? 

Show me your bill of 
fare and wine list. 
What is the charge of 
admission ? 

Send for a cab. 

Where are our rooms? 

Have you a room to let? 

One. 

Two. 

Three. 

Four. 

Five. 

Six. 

Seven. 

Eight. 

Nine. 

Ten. 

Eleven. 

Twelve. 

Thirteen. 

Fourteen. 

Fifteen. 

Sixteen. 

Seventeen. 

Eighteen. 

Nineteen. 

Twenty. 

Twenty-one. 
Twenty-two. 
Twenty-three, etc. 
Thirty. 

Thirty-one. 

Thirty-two, etc. 

Forty. 

Fifty. 

Sixty. 

Seventy. 

Eighty. 

Ninety. 

One hundred. 

Two hundred, etc. 

One thousand. 


PHRASES UTILES. 

French, 

Demain. 

Aujourd’hui. 

Est-ce le train pour —? 
Quel est le bateau 
pour-? 

Quel est le meilleur 

hotel &-? 

Nous d6sirons descen- 
dre. 

Je desire parler au pro- 
pri£taire. 

Oil sont les lieux d’ais- 
ance? 

Donnez moi quelque 
chose 4 manger. 

A quelle heure dinons 
nous? 

Montrez moi la carte. 

Quel est le prix d'entree. 

Envoyez chercher un 
fiacre. 

Oil sont nos chambres? 

Avez-vous una chambre 
a louer? 

Un. 

Deux. 

Trois. 

Quatre. 

Cinq. 

Six. 

Sept. 

Huit. 

Neuf. 

Dix. 

Onze. 

Douze. 

Treize. 

Quatorze. 

Quinze. 

Seize. 

Dix-sept. 

Dix-huit. 

Dix-neuf. 

Vingt. 

Vingt-et-un. 

Vingt-deux. 

Vingt-trois, etc. 

Trente. 

Trente-et-un. 
Trente-deux, etc. 
Quarante. 

Cinquante. 

Soixante. 

Soixante-dix. 
Quatre-vingt. 
Quatre-vingt-dix. 

Cent. 

Deux cents, etc. 

Mille. 


nothwendige 

CONVERSATION. 

German. 

Morgen. 

Heute. 

1st dies der Zug nach —? 
Welches ist das Boot 
nach-? 

Welches ist das beste 

Hotel in-? 

Wir wollen aussteigen. 

Ich wiiuche den Eigeu- 
thiimer zu sprechen. 
Wo ist der Abtritt? 

Gebeu Sie mir etwas zu 
essen. 

Wann essen wir? 

Zeigen Sie mir den 
Speisezettel. 

Was ist der Eintritts- 
preis ? 

Uassen Sie eine Droschke 
holen. 

Wo sind unsere Zimmer? 

Haben Sie ein Zimmer 
zu vermiethen ? 

Eins. 

Zwei. 

Drei. 

Vier. 

Fiinf. 

Sechs. 

Sieben. 

Acht. 

Neun. 

Zehn. 

Elf. 

Zwolf. 

Dreizehn. 

Vierzehu. 

Fiinfzehn. 

Sechzehn. 

Siebzehn. 

Aehtzehn. 

Neunzehn. 

Zwanzig. 
Einundzwanzig. 
Zweiundzwanzig. 
Dreiundzwanzig, u. s. w. 
Dreissig. 
Einunddreissig. 
Zweiunddreissig, u. s. w. 
Vierzig. 

Fiinfzig. 

Sechzig. 

Siebzig. 

Achtzig. 

Neunzig. 

Hundert. 

Zweihundert, u. s. w. 
Tausend. 


FRASE UTILI. 

Italian. 

Domani. 

Oggi. 

E questo ll treno per— 
Qual e il battello per 


Qual ei il miglior 

albergo in- 

Vogliamo discendere. 

Vorrei parlare al 
Proprietario. 

Dov’ e la ritirata ? 

Datemi qualche cosa 
a mangiare. 

A che ora si pranza? 

Mostratemi la lista. 

Quanto costa il big- 
lietto d’ingresso? 
Mandate cercare un 
fiacre. 

Dove sono le nostre 
camere? 

Avete una camera da 
affitare? 

Uno. 

Due. 

Tre. 

Quattro. 

Cinque. 

Sei. 

Sette. 

Otto. 

Nove. 

Dieci. 

Undici. 

Dodici. 

Tredici. 

Quattordici. 

Quindici. 

Sedici. 

Diecissette. 

Dieciotto. 

Diecinove. 

Venti. 

Vent’uno. 

Venti due. 

Venti tre, etc. 

Trenta. 

Trent’uno. 

Trenta due, etc. 
Quaranta. 

Cinquanta. 

Sessanta. 

Settanta. 

Ottanta. 

Novanta. 

Cento. 

Duecento; dugeuto, etc. 
Mille. 


71 










USEFUL SENTENCES. 

English. 

Eleven hundred. 
Twelve hundred. 

Two thousand, etc. 
One million. 

The first. 

The second. 

The third. 

The fourth. 

The fifth. 

The sixth. 

The seventh. 

The eighth. 

The ninth. 

The tenth. 

The eleventh. 

The last. 

The last but one. 

Once. 

Twice. 

The half. 

The third. 

The fourth. 

The fifth. 

The sixth, etc. 

A quarter of an hour. 
Sunday. 

Monday. 

Tuesday. 

Wednesday. 

Thursday. 

Friday. 

Saturday. 

A holiday. 


PHRASES UTILES. 

French. 

Onze cents. 

Douze cents. 

Deux mille, etc. 

Un million. 

Ee premier. 

Le second. 

Le troisieme. 

Ee quatrieme. 

Ee cinquieme. 

Ee sixieme. 

Ee septieme. 

Ee huitieme. 

Ee neuvieme. 

Ee dixieme. 

Ee onzieme. 

Ee dernier. 

E’avant dernier, 
line fois. 

Deux fois. 

Ea moitie, demi. 

Ee tiers. 

Ee quart. 

Ee cinquieme. 

Le sixieme, etc. 

Un quart d’heure. 
Dimanche. 

Eundi. 

Mardi. 

Mercredi. 

Jeudi. 

Vendredi. 

Samedi. 

Un jour de fete. 


NOTHWENDIGE 

CONVERSATION. 

German. 

Elfhundert. 

Zwolfhuudert. 

Zwei tausend, u. s. w. 
Eine million. 

Der Erste. 

Der Zweite. 

Der Dritte. 

Der Vierte. 

Der Fiinfte. 

Der Sechste. 

Der Siebente. 

Der Achte. 

Der Neunte. 

Der Zehnte. 

Der Elfte. 

Der Lezte. 

Der Vorletzte. 

Einmal. 

Zweimal. 

Die Halfte, Halb. 

Das Drittel. 

Das Viertel. 

Das Fiinftel. 

Das Sechstel, u. s. w. 
Eine Viertel Stunde. 
Sonntag. 

Montag. 

Dienstag. 

Mittwoch. 

Donnerstag. 

Freitag. 

Sarnsta^; Sonnabend. 
Ein Feiertag; ein Fest- 
tag. 


FRASE UTILI. 

Italian. 

Mille cento. 

Mille duecento. 

Due mil a, etc. 

Un millione. 

11 primo. 

11 secondo. 

II terzo. 

11 quarto. 

11 quinto. 

11 sesto. 

11 settimo. 

E’ottavo. 

II nono. 

II decimo. 

E’undecimo, decimo 
primo. 

E’ultimo. 

11 penultimo. 

Una volta. 

Due volte. 

La meta, mezzo. 

11 terzo. 

II quarto. 

11 quinto. 

11 sesto, etc. 

Un quarto d'ora. 
Domenica. 

Lunedi. 

Martedi. 

Mercoledi. 

Giovedi. 

Venerdi. 

Sabato. 

Un giorno di festa. 


72 



Through the kindness'of Messrs. 
E. A. Adams & Co., Boston, New 
England Agents of the Red Star 
Line, we have been permitted to 
reprint a portion of their “ Cable 
Codex.” 

edition of this code, just issued, 
contains over 7,000 sentences, and can be obtained 
at 6 Bowling Green, New York, or 115 State St., Boston. 


Arrival and Departure, Letters and Telegrams, Return, Pre¬ 
payment of Passage, Illness, Business, Etc. 


Aback, 

Abaculus, 

A bash, 

Abatement, 

Abbey, 

Abhorred, 

Abhorrence, 

Abhorring, 

Ablation, 

Ablution, 

Abnegate, 

Abnormal, 

Abode, 

Aboding, 

Abolition, 

Abominate, 

Aboriginal, 

Abortive, 

Abortively, 

Abounding, 

Abrading, 

Absenting, 

Absorption, 

Abstemious, 

Abstractly, 

Abstruse, 

Acceptance, 

Accessible, 

Accessory, 

Accidental, 

Acclimate, 

Accordion, 


All well. Business fair. Stay until- 

All well. Business good. Stay until- 

Am quite ill. Please come here at once. 

Am somewhat ill. Cannot leave here at present. 
And then go to- 

Are very busy. Please return soon as possible. 
Arrange for my return. 

Arrived all right. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived. All well. 

Arrived here to-day- 

Await letter. It will explain. 


Pleasant passage. Found everything all right. 
Had splendid passage. 

Splendid passage. Address letters to- 

Pleasant voyage. Telegraph me at- 

Proceed to- 

Proceed to-to-morrow. 


Pleasant voyage. 

Pleasant voyage. 

Stormy passage. 

Stormy passage. 

Stormy passage. 

Had stormy passage. Telegraph me at 
Stormy passage. Proceed at once to- 


Was very sick. 
Proceed to- 


to-night. 


for letter (dated 


-) 


Call at the General Post Office at — 

Call for letter dated-, which I have sent to- 

Call for letter which I am writing, and which I will mail to care of- 

Cannot leave here at present. Will advise you before I (or we) start. 

Cannot leave on date fixed. Hope to sail (or start)- 

Cannot sail by steamer you name. Will come next steamer. 

Cannot sail by steamer you name. Hope to leave- 

Cannot sail by steamer you name. Will cable when steamer and date 
of departure are fixed. 

Cannot say when shall be able to leave- 

Cannot you start before- 

Cannot you start so as to reach here- 




























Accountant, 

Accurate, 

Accursed, 

Accusing, 

Accustom, 

Acerbity 

Acetic, 

Achieve, 

Achieving, 

Achilles, 

Aching, 

Achromatic, 

Aconite, 

Acquiring, 

Acquire, 

Acquisite, 

Acquisitor, 

Acquist, 

Acquit, 

Acquittal, 

Acrimony', 

Acting, 

Actiniform, 

Actinism, 

Actinolite, 

Actively, 

Activeness, 

Actually r. 

Actuation, 

Acumen, 

Acutely r, 

Adage, 

Adamant, 

Adamantine, 

Adaptation, 

Adaptness, 

Adequate, 

Adherently T , 

Adhesion, 

Adhesive, 

Adhesively', 

Adipose, 

Adjacent, 

Adjacently, 

Adjective, 

Adjourn, 

Adjunct, 

Adjunctive, 

Adjusting, 

Adornment, 


Come at once. Do not delay. 

Care of Baring Bros. & Co., Liverpool. 

Care of Baring Bros. & Co., London. 

Care of Brown Bros. & Co., New York. 

Care of Brown, Shipley & Co., Liverpool. 

Care of Brown, Shipley & Co., London. 

Care of Comptoir d’Escompte de Paris, Paris. 

Care of Drexel, Harjes & Co., Paris. 

Care of Drexel, Morgan & Co., New York. 

Care of Nicolas Martin, 9 Rue Scribe, Paris. 

Care of E. Hoskier & Co., Paris. 

Care of Hottinger & Co., Paris. 

Care of J. S. Morgan & Co., London. 

Care of Perrier Freres & Co., Paris. 

Care of American Line, 3 Cockspur Street, London. 

Care of American Line, Southampton. 

Care of American Line Agent at- 

Care of American Line Agents at this place. 

Care of Red Star Line, Antwerp. 

Care of Agents Red Star Line at- 

Care of Agents Red Star Line at this place. 

Care of the correspondents of Baring Bros. & Co., at- 

Care of the correspondents of Baring Bros. & Co., at this place. 

Care of the correspondents of Brown, Shipley & Co., at- 

Care of the correspondents of Brown, Shipley & Co., at this place. 

Care of the correspondents of J. S. Morgan & Co., at- 

Care of the correspondents of J. S. Morgan & Co., at this place. 
Departure postponed. Will wire on what date I leave. 

Detained here by illness. Cannot say when shall be able to leave. 
Everybody well. Stay as long as you wish. 

Everything favors speedy recovery. 

Expect to arrive- 

Expect to sail per- 

Expect to start- 

Expect to start for- 

Forward all letters to- 

Forward any letters for me to- 

Forward letters to care of - 

Forward letters to care of my bankers at- 

Forward letters to care of my bankers at London. 

Forward letters to care of my bankers at Paris. 

Forward letters to my London address. 

Forward letters to my Paris address. 

Forward my letters to London, care of - 

Forward my letters to Paris, care of- 

Forward my letters to the care of my bankers at- 

Have had no letters from you for a fortnight or more. Are all well? 
Have heard nothing from you since- 

Have just arrived here. Please wire what you have to communicate. 
Have started for- 


74 



















Adroitly, 

Adroitness, 

A dry, 

Adulation, 

Adulator, 

Adult, 

Adulterate, 

Adulterer, 

Adulteress, 

Adust, 

Adustion, 

Advance, 

Advantage, 

Advent, 

Adventure, 

Adverb, 

Affection, 

Affianced, 

Affidavit, 

Affiliate, 

Affinity, 

Afflicted, 

Affluent, 

Aggrieve, 

Agility, 

Agreeing, 

Agreeable, 

Alacrity, 

Alarum, 

Albino, 

Alcoholize, 

Alcoran, 

Alcove, 

Alder, 

Alderman, 


Have started for home. 

Have started for home, and shall sail by the St I^ouis from Southamp¬ 
ton on- 

Have started for home, and shall sail by the St Paul from Southamp¬ 
ton on-■ 

Have started for home, and shall sail by the St I,ouis from - 

on- 

Have started for home, and shall sail by the St Paul from Antwerp 
on- 

Have started for home, and shall sail by the New York from Southamp¬ 
ton on- 

Have started for home, and shall sail by the Paris from Southampton 
on- 

Have started for home, and shall sail by the Berlin from Southampton 
on- 

Have started for home, and shall sail by the Chester from Southamp¬ 
ton on- 

Have started for home, and shall sail on the Friesland from Antwerp 
on- 

Have started for home, and shall sail by the Westernland from Antwerp 
on- 

Have started for home, and shall sail by the Noordland from Antwerp 
on- 

Have started for home, and shall sail by the Kensington from Antwerp 
on- 

Have started for home, and shall sail by the Southwark from Antwerp 
on- 

Have started for home, and shall sail by the-from Southampton 

on- 

Have started for home, and shall sail by the - from Antwerp 

on- 

Have started for home, and shall sail from-per- 

Have started for home and shall sail per-- 

Have you engaged passage ? 

Have you engaged passage? And if so, by what line? 

Have you received my letter? 

Have you received my letter? Why do you not answer? 

Hold my letters until further advice. 

If possible, wish to remain another week. 

If possible, wish to remain until- 

Is anyone ill? Telegraph reply quickly. 

Is decidedly better, and now out of danger. 

-is ill, but not seriously. 

-is ill. Case quite serious. 

-is ill. Return at once. Do not delay. 

Is much better. No need for you to come. 

Return as soon as possible. 

Shall sail from Southampton- 

Shall sail from Antwerp- 

S. S. St Douis, sailing- 


75 






























Alcline, 

Aldoric. 

Alembic, 

Altitude, 

Ambulance, 

Ambuscade, 

Amendment, 

Anaconda, 

Anagram, 

Analeptic, 

Analogical, 

Analogism, 

Analogous, 

Analogy*, 

Analysis, 

Angry*, 

Animus, 

Appendage, 

Approving, 

Aptitude, 

Aptness, 

Aquarium, 

Arboretum, 

Archness, 

Arctic, 

Armament, 

Armature, 

Armful, 

Arming, 

Armor, 

Armorial, 

Arnica, 

Aromatic, 

Arraign, 

Arraigning, 

Arrantly, 

Arrayed, 

Arterial, 

Atrocious, 

Attacking, 

Attain, 

Attainment, 

Avoidless, 

Avowal, 

Azure, 

Bald, 

Balderash, 

Baldness, 

Balkingly, 


S. S. St Paul, sailing- 

S. S. New York, sailing- 

S. S. Paris, sailing- 

S. S. Berlin, sailing- 

S. S. Chester, sailing- 

S. S Kensington, sailing- 

S. S Southwark, sailing- 

S. S. Friesland, sailing- 

S. S. Westernland, sai'ing- 

S. S. Noordland, sailing- 

S. S. Waesland, sailing- 

S. S. Rhynland, sailing- 

S. S. Belgenland, sailing- 

S. S. Pennland, sailing- 

S. S. Switzerland, sailing- 

Telegraph date of sailing. 

Telegraph reply. 

When do you expect to sail for home? Telegraph reply. 
Will advise you when date of departure is fixed. 

Will arrange for your return. 

Will sail by first steamer on which room can be secured. 
Will start as soon as psssible. 

Will return if you think best. 

Will write by first mail. 

Will write soon. 

You are needed at home. 

You are not needed at home. 

You must be here by the- 

You need not return until- 

Your brother has been taken ill. 

Your daughter has been taken ill. 

Your father has been taken ill. 

Your husband has been taken ill. 

Your mother has been taken ill. 

Your sister has been taken ill. 

Your son has been taken ill. 

Your wife has been taken ill. 

Am out of funds. Can you send draft to me at-for 

Have sent draft as requested. 

Have sent draft care of- 

Have sent letter of credit as requested. 

Have sent telegraphic money order as requested. 

Send credit by mail to me, care of- 

Send draft for-to me at- 

Send telegraphic money order in my favor to me at - 
of- 

Will you honor my draft? And for what amount? 

Will you honor my draft for-? 

You can draw at once. 

Your draft on-has been paid. 





























Ballastage, 

Ballasting, 

Behest, 

Beholden, 

Beholding, 

Belabor, 

Belated, 

Buster, 

Bustling, 

Busybody, 
Chorister, 
Chorus, 


Your draft has not arrived here. 

Your draft must have miscarried. How did you address letter? 

Have engaged berths for return passage. 

Have engaged berths for return passage. What shall I do? 

Have engaged passage. 

Have engaged passage by American nine. 

Have engaged passage by Red Star nine. 

Please send a copy of this codex to- 

Please send a copy of this codex to-and ask him (her or them) 

to use it in telegraphing to me. 

You can obtain a copy of this codex by applying to- 

Can you give me address of-? 

Can you give me address of? Have important news to communicate. 


Code) Words for Months and Days. 

Note. —The day of any month is expressed by combining as one word the code 
word in the day column with the code word for the month. Thus “Baronberg” means 
5th January, or “Colemont’’ 13th August. 


DATE. 


Beginning 
for the day. 


Ending 
for the Month. 


MONTH. 


First. 

Second. 

Third. 

Fourth. 

Fifth. 

Sixth.. 

Seventh. 

Eighth. 

Ninth. 

Tenth. 

Eleventh. 

Twelfth. 

Thirteenth. 

Fourteenth. 

Fifteenth. 

Sixteenth. 

Seventeenth.... 

Eighteenth. 

Nineteenth. 

Twentieth. 

Twenty-first_ 

Twenty-second. 
Twenty-third... 
Twenty-fourth.. 

Twenty-fifth- 

Twenty-sixth... 
Twenty-seventh 
Twenty-eighth.. 
Twenty-ninth... 

Thirtieth. 

Thirty-first. 


Arms 

Aron 

Ash 

Attle 

Baron 

Beach 

Bloom 

Brown 

Barro 

Clare 

Clay 

Coke 

Cole 

Dress 

Devon 

Dun 

Eden 

Elgin 

Eton 

Fair 

Glen 

Green 

Hazel 

Eees 

Lynn 

Olden 

Oster 

Pitts 

Plain 

Raven 

Rock 


Berg . 

January. 

Boro . 

February. 

Dorf . 

March. 

Dale . 

April. 

Field . 

May. 

Ford . 

June. 

Ham . 

July- 

Mont . 

August. 

Shire . 

September. 

Ton . 

October. 

Ville . 

November. 

Wood . 

December. 





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Obtruding, 


Obtrusion, 


Obtrusive, 


Obviated, 


Obviating, 


Obvious, 


Obviously, 


Occasional, 


Occasioner, 


Occiduous, 





















































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